Project LTSS-Inception Report 2009

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi This Project is funded by the European Union
The European Unions TRACECA programme for Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan, Turkmenistan, Ukraine, Uzbekistan
EUROPEAID/126786/C/SV/MULTI
Land Transport Safety and Security for Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan, Ukraine, Uzbekistan
Inception Report June 2009
Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

This Project is funded by the European Union
Table of Contents
1. Project Synopsis 2. Analysis of project context
2.1 General project relevancy 2.2 Project relevant legal framework for harmonisation of land transport safety issues
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3. Project Planning
3.0 Activities undertaken during the Inception Phase 3.1 Project approach 3.2 Objectives and results of the project 3.3 Planned activities 3.4 Constraints, risks and assumptions 3.5 Work Planning
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15 22 23 25 43 45
4. Project planning for next reporting period
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Annexes
Annex 1 Annex 2 Annex 3 Annex 4 Annex 5 Project Terms of Reference Project Planning Documents Revised Project Logframe Persons interviewed / met during the Inception Phase Opinion of the European Economic and Social Committee on the European Road Safety Policy and Professional Drivers Safe and secured parking places Annex 6 Contact details of project offices
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50 70 87 91 95
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Project synopsis
Land transport safety and security EuropAid/126786/C/SER/Multi Armenia, Azerbaijan, Georgia, Kazakhstan, the Kyrgyz Republic, Moldova, Tajikistan, Ukraine, Uzbekistan.
Project Title: Project Number: Country:
Overall project objectives:
To improve the transport safety and security environments in the EC Neighbourhood and Central Asian countries in line with European standards in the field of land transport
Specific project objectives: 1. To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises To raise awareness of land transport safety and security regulations and standards.
2.
3.
Planned outputs 1. Legal, institutional and organizational assessment of the situation in land transport safety and security in the beneficiary countries and definition of a related regional Action Plan in coordination with specialized EU agencies 2. Support to rule-making and to the establishment of legal standards for safety practice (including for freight services and the transport of dangerous goods), institutional capacity building and awareness raising activities in line with requirements of European standards; support to the creation of working links with related European agencies 3. Technical assistance to the national security authorities and main security operators in the sector of land transport in order to establish Road and Rail Transport Security Guidelines and customs-related guidelines for drivers and operators carrying or handling dangerous goods 4. Provision of technical expertise and on-the-job training for the development of inspection, training programmes and certification structures to ensure implementation of the safety and security legislation 5. Implementation of a safety, security and environment awareness programme

Project activities Component 1: Institutional and human resource capacity building Functional review of the land transport safety and security sector Elaboration of a Regional Action Plan Strengthening of institutional capacity Strengthening of human resource capacities Strengthening links with relevant European Agencies and professional institutions Component 2: Strengthening the legal, regulatory and standards framework for land transport safety and security Establishment of a legal, regulatory and standards framework for land transport safety and security Strengthening of human resource capacities with respect to legal and regulatory drafting and enforcement Elaboration and implementation of Road and Rail Transport Security Guidelines Component 3: Awareness raising and dissemination measures Elaborate and implement awareness campaign Elaborate and implement a Communications Strategy Identify and disseminate best practice February 2009 36 months
Project starting date: Project duration: Inputs: Expert category
Days input 400 500 400 1500 550 3350
Land Transport Safety Expert Land Transport Security Expert/ Team Leader International Transport Law Expert Junior Non-Key Long-Term Experts Senior Non-Key Short Term Experts TOTAL MAN DAYS
Project implemented by:
SAFEGE Consulting Engineers (France), IRD Engineering (Italy), NEA Transport (Netherlands), Parsons Brinckerhoff Ltd. (United Kingdom)

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2.1
Project relevancy
General project relevancy
2.1.1 The TRACECA countries have benefited significantly in the past decade from the signature of the TRACECA Multilateral Agreement and their participation in the TRACECA process and the BAKU initiative. Substantial support has been provided by the EC to assist the authorities to improve the design, management and maintenance of the physical infrastructure, strengthen institutional and human resource capacities and harmonise legislation, regulations and standards not only at the national level but also at the intra- and inter-regional levels. 2.1.2 However, to date road and land transport safety and security issues have only been addressed obliquely: indirectly regulations related to axle weights, improved vehicle certification, better road design all contribute to improved safety and security. This project, however, is designed to mainstream safety and security questions into all aspects of the work of the Ministries of Transport, Road Administrations and related accreditation, certification and metrological bodies. 2.1.3 The national authorities in the TRACECA countries recognise that if they are to take full advantage of the investments that have been made (and are being made) in the transportation infrastructure, increase intra-and inter-regional trade and gain greater access to global markets, it will be imperative that their safety and security measures are harmonised with the UN-ECE Agreements (AETR & ADR) and with EC Directives and Regulations. The existence of differential safety and security legislation, regulations and standards within the TRACECA countries and between the TRACECA countries and the EU and China, for example, create an administrative barrier to trade. In the present global economic crisis, such administrative barriers can constitute the difference between profitability, survival or bankruptcy for road haulage companies. Tackling these issues at the national level will not be sufficient: there needs to be a concerted effort to harmonise legislation, standards and regulations at the regional level. 2.1.4 Furthermore, the consequences of failing to tackle road and land transport safety and security issues can have a seriously damaging impact upon the national and regional economy. Transport economists in Europe have calculated that the losses accruing from accidents and incidents are equivalent to 2% of GDP. The calculation is based upon such factors as infrastructure and environmental damage; health care costs; lost labour time; reduced value added; insurance claims etc. This is an enormous burden for developing economies to bear, particularly at a time when global GDP is projected to shrink by 4 5% during 2009 and by marginally less in 2010. 2.1.5 The accident and incident rates in the TRACECA countries are not higher than in the EU, when the statistical data is adjusted to reflect population levels. However, the date is somewhat deceptive since it does not take into account traffic flows: there are fewer vehicles on the road and the volume / nature of the traffic differs. As traffic flows increase, there is likely to be a rise in the number of accidents and incidents. This fact is born out by a recent study published by the World Health Organisation (June 2009). Approximately 1.3 million people die each year on the world's roads, and between 20 and 50 million sustain non-fatal injuries. The WHO report assesses road safety in 178 countries, using data drawn from a standardized survey. The results show that road traffic injuries remain an important public health problem, particularly for low-income and middle-income countries. The results suggest that in many countries road safety laws need to be made more comprehensive, that greater attention needs to be paid to road maintenance and road design, while enforcement should be strengthened.
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2.1.6 During the last decade the volume of road transport has been growing very fast in the TRACECA Member States. While on the one hand the growth of trade with Turkey is a major factor contributing to this, on the other hand the opening of the Chinese road transport market and the consequent transit traffic across Central Asia to the EU/China is contributing even stronger growth in the volume of vehicles on the roads. The table below shows the situation for Kyrgyzstan, where the grey column stands for the Chinese road transport vehicles.

20000 18000 16000 14000 12000 10000 8000 6000 4000 2000 0 2005 2006 2007 2008 ..
Source: Ministry of Transport and Communications of the Republic of Kyrgyzstan
2.1.7 This project is designed to address many of these issues: first, the project will continue the good work started under previous EC and donor funded projects to support international trade and facilitate the safe movement of passengers and goods along the TRACECA corridor; second, it will contribute indirectly to economic growth and poverty reduction in the beneficiary states by reducing the cost burden of accidents and incidents upon the national budget and upon individual household budgets; third, it will raise awareness of land transport safety and security regulations and standards and will help reduce the numbers of fatalities and injuries resulting from land traffic accidents and incidents; fourth, it will strengthen the institutional and human resource capacities of the national authorities to develop and enforce safety and security regulations in line with EU and international standards; finally and perhaps most importantly, the project will further reinforce intra-regional co-operation between the Governments, Transport Ministries, Road Administrations, the private sector and Civil Society Organisations, and the resultant networking will contribute to the establishment and dissemination of best practices. As we noted above, initiatives to tackle road and land transport safety and security are most effective when they are implemented at regional level as well as national level. 2.1.8 The project remains highly relevant indeed one might say that the current global recession simply highlights the need for a project designed to strip away yet another layer of administrative barriers to trade.

2.2 Project-relevant legal framework for harmonisation of land transport safety issues
2.2.1 The comments below are designed to provide a brief introduction to some of the central legislative and regulatory themes to be covered by the project. The following points need to be emphasised: (a) the legislative and regulatory framework is extensive this summary provides just a snap-shot of the central issues; (b) during the Inception Phase we have concentrated upon data collection a detailed comparative analysis of the current legislative and regulatory base in the beneficiary countries constitutes the focal point of the next phase of the project; (c) it is fair to say that currently there is limited harmonisation of legislation and regulations at regional level and that, since many states are not signatories of the AETR or ADR Agreements, there are substantial steps to be taken before the countries within the region are fully compliant with international standards.
AETR Agreement 2.2.2 The European Agreement concerning the work of Crews of Vehicles engaged in st International Road Transport (AETR), of 1 July 1970 is commonly referred to as the AETR Agreement. It aims at improving road safety and regulating drivers hours, rules for working and rest times. Today, 42 Contracting Parties have signed and ratified the AETR Agreement. 2.2.3 The negotiation to incorporate EU Legislation on the digital tachograph into the AETR agreement started in 2000. The introduction of the digital tachograph is designed to be a major stimulus to road safety, by ensuring that professional drivers observe the regulations covering driving and rest times. However, the implementation of European Union legislation is extremely complex for all actors: Member States and their national authorities responsible for card issuing, enforcement, policy implementation, and also related stakeholders from industry such as tachograph, card and vehicle manufacturers, etc. need to prepare well in advance of the implementation date. 2.2.4 The UNECE Inland Transport Committee adopted the AETR Amendments in 2004. However, the ratification process was delayed by a Communication from the Netherlands stating that it intended to accept the AETR Amendments once its internal legal system had been th adapted. On 16 March 2006, the Netherlands notified the UN Secretary General that it accepted the Amendments to the AETR Agreement. According to the UN procedure, these Amendments entered into force three months after the date of acceptance, namely on the 16th June 2006, which also marked the starting date of the 4-year transition period before the mandatory introduction of the digital tachograph into AETR contracting parties, namely on 16th June 2010. 2.2.5 At present the following beneficiary TRACECA Countries are Party State to the AETR Agreement and have to adapt their legislation and institutional arrangements to be ready in June 2010: Armenia, Azerbaijan, Kazakhstan, Moldova, Ukraine and Uzbekistan. For Georgia, Kyrgyzstan and Tajikistan it would be advisable to become a Party State to the AETR Agreement in order to upgrade their level of road transport quality. 2.2.6 As from the 16th June 2010, the digital tachograph will become mandatory for new vehicles put into service for the first time in non-EU AETR Contracting Party States. Such introduction requires considerable efforts from the non-EU AETR Contracting Parties to meet the deadlines. An assessment in terms of timing is supplied, although timing depends a lot on the administrative organisation of each State. As an example based on EU experience, in
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Lithuania, the same organisation is competent to issue cards (and therefore to issue and maintain a security policy), to approve workshops and to enforce the rules on drivershours and the proper use of tachographs, whilst in Germany these responsibilities are distributed between different organisations. As a result, Lithuania has been much quicker to implement the digital tachograph system than Germany. But having started sooner, Germany was up and running more than one year before Lithuania. 2.2.7 It has to be emphasised that: despite the fact that the digital tachograph system is mandatory for domestic and international road transport at EU level, despite the fact that it is known in its very details since 2002, and despite the very intensive support supplied to national administrations by the European Commission,
it has been and will be difficult for several EU Member States to complete their implementation process within the required timeframe. It is highly probable, that without support, the non-EU th AETR Contracting Parties will find it extremely difficult to be ready by the 16 June 2010. 2.2.8 The implementation of the digital tachograph is a very complex operation. It requires: Approving a security policy at national level Issuing tachograph smart cards Adopting national laws on data management and data protection Adopting national laws on enforcement (roadside and company checks) Training and equipping national control officers Approving workshops for installation, activation, calibration, inspection, downloading, repair and replacement of the digital tachograph 2.2.9 Regarding workshop certification for instance, it was stressed that the AETR countries not members of the European Union would have to draw up an entire set of rules in their legislation covering all aspects (in particular, equipment, staff training and skills). Such regulations should also include a disciplinary procedure, along with regular supervision of the workshops. The AETR countries were invited to follow the lead of the countries of the European Union in that field.

Picture 2.1
Disorganised parking of lorries on a mountain road in Kyrgyzstan can create dangerous situations
Road infrastructure safety management

2.2.10 The Council of European Ministers of Transport in their resolution 93/4 on lorries and road traffic safety (CEMT/CM(93)4/FINAL) stipulated the importance of the development of ancillary infrastructure (rest and parking areas) to improve the physical comfort of lorry drivers and thereby create safer conditions. The EU Directive 2008/96/EC on road infrastructure safety management recognises that a sufficient number of safe rest areas is important for crime prevention (security) and road safety. When planning a road infrastructure project, the competent authorities in the Member States have therefore to take into account this aspect. 2.2.11 The setting up of appropriate procedures is an essential tool for improving the safety of road infrastructure within the trans-European road network. Road safety impact assessments should demonstrate, on a strategic level, the implications on road safety of different planning alternatives of an infrastructure project and they should play an important role when routes are being selected. Moreover, road safety audits should identify, in a detailed way, unsafe features of a road infrastructure project. Road safety impact assessment can additionally be implemented with the view to improving the organisation of parking places for trucks, making it possible for drivers to optimise their driving and rest periods as required by the AETR Agreement and checked by the tachograph. 2.2.12 In Italy, there is a programme to support the building or improvement of secure truck parking areas. Approximately 20 target regions have been selected where actions could take place. 2.2.13 The construction of the secured parking area is subjected to precise rules: The parking area should be enclosed by fences and under surveillance both at the entrance and the exit points;
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It should be equipped with lighting to allow during night time security and mobility; It should be designed in order to ensure sufficient water drainage The parking area should offer a prescribed minimum number of slots for certain types of transport (dangerous goods, perishables, long-term rest facilities connected to long distance transport); The parking area should be designed in order to allow the ordinary truck maintenance, e.g. equipment for washing vehicles, washing loading units, making small repairs, tyre changes, etc; The parking areas must contain a service area in which the following services are required: restaurant, mini-hotel, toilettes, shower, laundry, fax, mailing service, phone boxes. Additional, non-required, provisions are the following: mini market, eco-diesel fuel distribution and emergency assistance.
2.2.14 EU Research Projects, like LABEL, are investigating concepts and criteria for safe and secure parking areas, and demonstrate in the chart below a clear connection between driving times and rest periods on the one side and availability of secure and safe parking areas on the other hand. 2.2.15 The European Economic and Social Committee have give their opinion on the European Road Safety Policy and Professional Drivers Safe and secured parking places, which is annexed to this Inception Report (Annex 5). 2.2.16 The issues driving times and rest periods, digital tachograph and safe and secure parking are directly related with each other and have road safety as their main objective. Therefore the project considers it vital to have an integrated approach towards these issues.
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AETR Agreement (UN/ECE)

(EC Regulation 561/2006)
Regulate driving times and rest periods in order to improve road safety
Stipulate use of digital tachograph as proof of driving times and rest periods
Make it necessary to have sufficient capacity of safe and secure parking places
Dangerous Goods (ADR Agreement) 2.2.17 The European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) was concluded at Geneva on the 30th September 1957 under the auspices of the United Nations Economic Commission for Europe, and it entered into force on the 29th January 1968. The Agreement itself was amended by the Protocol amending Article 14 (3) signed in New York on the 21st August 1975, which entered into force on the 19th April 1985. 2.2.18 The Agreement itself is short and simple. The key Article is the second one, which states that apart from some excessively dangerous goods, dangerous goods may be carried internationally in road vehicles subject to compliance with: the conditions laid down in Annex A for the goods in question, in particular as regards their packaging and labelling; and the conditions laid down in Annex B, in particular as regards the construction, equipment and operation of the vehicle carrying the goods in question.
2.2.19 Annexes A and B have been regularly amended and updated since the entry into force of ADR. The last amendments entered into force on the 1st January 2009, and consequently, a
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revised consolidated version was published as document ECE/TRANS/202, Vol. I and II ("ADR 2009"). 2.2.20 Most dangerous goods in the TRACECA region are traditionally transported by rail (e.g. crude oil). Due to the growth of road transport in Central Asia, one may however expect a growth in additional transport of dangerous goods by road and therefore compliance with ADR becomes a sensible, indeed, necessary option.
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3.0
Project Planning
Activities undertaken during Inception Phase
3.0.1 The Contract between the Commission Services and the Consortium led by Safege was signed on the 28th November 2008. The start-up of the project was delayed for several weeks, while decisions were taken within the Commission Services as to whether or not to deconcentrate the project to the EC Delegation in Tbilisi. A kick-off meeting was held in Brussels on the 5th March 2009, between the Project Manager (EC), colleagues from EuropeAid Cooperation Office and DG-TREN, the Project Director and the Team Leader, to discuss the principal foci of the project. It was agreed that the main focus of the project should be upon road transport safety. The possibility that at some point during the implementation of the project issues related to rail transport safety might be addressed was not excluded. However, the importance of tackling road transport safety issues, particularly in the form of legal approximation within the TRACECA region and harmonised with EU Directives and best practise, was emphasised. In addition, it was noted that the project should also tackle road safety issues, where possible and where resources permitted. 3.0.2 The Team Leader mobilised to the region at the beginning of March 2009. The Base of Operations has been defined as Tbilisi, Georgia, as per the Terms of Reference. The Tbilisi Office also serves as the regional office for the Caucuses (Georgia, Azerbaijan and Armenia). Additionally a regional office was established in Chisinau, Moldova for the Western NIS (Ukraine and Moldova). The choice of Chisinau was welcomed by both the Traceca National Coordinator (Moldova) and the EC Delegations in Kyiv and Chisinau and formally endorsed through an Administrative Order by the EC Project Manager. A second regional office was set up in Almaty, Kazakhstan to service those Central Asian Republics participating in the project (Kazakhstan, Kyrgyzstan, Uzbekistan and Tajikistan). 3.0.3 Three long-term junior regional coordinators were appointed in March 2009 and are located in each of the regional offices. Three office premises have been leased, support staff have been recruited and all the necessary equipment/furniture has been procured. A Company has been identified that will build, service and maintain a project website, which will also serve as the project e-mail portal. A request for an Administrative Order approving the sub-contract for internet services has been submitted to the EC Project Manager. All offices were fully operational by the end of March 2009. The addresses and contact numbers are set out in Annex 6. 3.0.4 The Project Director and the Team Leader drafted a proposal for the use of the Incidental Expenditure budget line. This proposal was accepted by the EC Project Manager and the methodology for use of the IE budget line was agreed. 3.0.5 The main tasks performed during the Inception Phase were: (a) A review of the Terms of Reference (objectives, results, risks and assumptions) in light of the situation on the ground. The conclusions of this analysis are set out in Section 2.2.2 below; (b) A preliminary review of the structures responsible for land transport and road safety in the beneficiary countries and familiarisation with the current institutional and legal frameworks. This data will be developed further during the Implementation Phase;
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(c) Meetings with the various beneficiaries, TRACECA National Secretaries, main stakeholders in the Transport Sector and other involved state organisations to discuss the current situation in the Transport Sector, existing ideas and plans and identify the essential points. A complete list of persons/institutions met is attached as Annex 4; (d) Visibility Actions the Project Director, Team Leader and KE 2 met with the responsible persons in the EC Delegations, IFIs, TRACECA National Secretariats, Ministries of Transport, Civil Society Organisations, to brief them on the objectives of the project and the planned work programme and modalities; (e) Detailed planning discussions the Team Leader and KE2 met the principal beneficiaries and stakeholders to discuss in detail their principal priorities, needs and interests in order that these might be incorporated into the detail work programming; (f) Coordination activities the Team Leader met with the TRACECA Permanent Secretariat in Baku and the Team Leader and KE 2 also with the Team Leaders / Key Experts of parallel EC funded-TRACECA projects, notably Strengthening of Transport Training Capacity in NIS countries, International Logistics Centres for Western NIS and the Caucuses, Development of equipment certification centres for the transportation of perishable goods in Central Asia and International Logistics Centres for Central Asia and Central Asia National Transport Policies (g) Translation and dissemination activities the project team has translated from English to Russian a significant number of EC Laws and Regulations related to Land Transport Safety and Security. In addition, the relevant Policies, Laws and Regulations from a number of beneficiary countries have been translated from the local language into English. This work is continuing and will form the basis for the implementation of activities planned under Component 1. 3.0.6 The following missions to beneficiary countries have been executed: Rudolf Kamphausen (Team Leader based in Georgia) in March to Ukraine and Moldova, in April to Armenia and Azerbaijan Menno Langeveld (Legal expert) in April to Kazakhstan and Kyrgyzstan, May to Tajikistan Ian Grant (Senior Project Director) in March to Moldova and Georgia, in April to Kazakhstan It has not been possible to visit all of the beneficiary countries during the Inception Phase. However, during his Mission to Kazakhstan, the Project Director was able to meet, brief and obtain feedback from the TRACECA National Secretaries from Uzbekistan and Tajikistan, who were attending an Opening Conference for a parallel TRACECA project (International Logistics Centres for Central Asia), being implemented by this Contractor. 3.0.7 The following table demonstrates the inputs utilised during the Inception Phase (until end of May 2009) Post Available man Man days utilised % of available man days days used during IP Team Leader / Transport 500 51 8.2% Security Expert Transport Law Expert 400 32 8.0% Transport Safety Expert 400 0 0% Senior short-term non550 0 0% key experts Junior long-term non-key 1,500 141 9.4% experts TOTAL 3350 224 6.7%
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Major conclusions from the missions and meetings

3.0.8 Each of the beneficiaries expressed their interest in the proposed project activities. International road transport is still growing fast in the Beneficiary Countries, presenting the responsible authorities with huge new challenges to be addressed, notably with respect to the growing volume of transit traffic. The beneficiaries acknowledge that there is a need to harmonise legislation, standards, certification and enforcement procedures in order (a) to facilitate continued growth in the land transportation of goods; (b) to reduce administrative and technical barriers to trade; and (c) to ensure the safe carriage of goods and safety to road users. The emphasis upon legal and regulatory harmonisation was therefore welcomed, as were the proposed training initiatives. 3.0.9 The issue of road safety (as opposed to transport safety) was also raised by a number of beneficiaries and by project managers in the EC Delegations. The link between road and transport safety was emphasised: the safe carriage of goods also required that certain issues (drink-driving, speeding, use of seat belts etc), which more specifically linked to road safety, be tackled. Digital Tachograph
th 3.0.10 This issue was at the top of the agenda for almost all stakeholders. As from the 16 June 2010, the digital tachograph will, for the first time, become mandatory for new vehicles put into service in the non-EU AETR Contracting Parties. Complying with this requirement will necessitate considerable efforts from non-EU AETR Contracting Parties. Technical Assistance was requested particularly in the form of training of operators, enforcement officials and drivers on how to deal with the digital tachograph, while a Study Tour to EU Member States was welcomed in order to understand the practical requirements of implementing the digital tachograph.
Transportation of Dangerous Goods 3.0.11 Only a few Beneficiary Countries have signed and ratified the ADR Agreement Azerbaijan, Kazakhstan, Moldova and Ukraine - regulating road transportation of dangerous goods. However, most of the beneficiary states who have not as yet signed the Agreement recognised the importance of doing so quickly. Once again assistance in the form of advice and training was welcomed. Safe and Secure Parking Spaces 3.0.12 The concept of dedicated, safe and secure parking spaces for trucks was welcomed by several partners, especially in Kyrgyzstan and Kazakhstan, where many new roads have been constructed or are in the process of construction, neglecting to include parking and rest areas for trucks. For the Ministry of Transport and Communications in Kyrgyzstan this issue was in fact the most important one: Kyrgyzstan faces more and more trucks on the road as a result of the opening of the Chinese road market and improvement of its road infrastructure. 3.0.13 The Ministry of Transport in Kyrgyzstan suggested that a road safety impact assessment study be carried out in order to identify areas for safe and secure parking for trucks, is an interesting one. It is proposed that this should be done as a pilot in 2010 with potential follow up in other countries. The International Road Transport Union (IRU) and the European Transport Workers' Federation (ETF) have elaborated common criteria which are well formulated and
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practicable and which must be taken into account when such rest facilities are constructed. These criteria, and new criteria emerging from EU research projects, can be used to analyse the present situation in the Beneficiary Countries. Infrastructure 3.0.14 Furthermore, the issue of preparing road safety audits was frequently raised. Poor road design and maintenance are major contributors to accidents and incidents. Road safety auditing is as yet an underdeveloped skill within the region and therefore technical assistance and training would be welcomed. Pilot Projects on Awareness to Road Safety 3.0.15 In some of the Beneficiary Countries (notably Moldova and Georgia) special requests were received to assist with implementing pilot projects on road safety awareness in order to address and stimulate behavioural change. Moldova has initiated a road safety campaign and Georgia has made substantial efforts to improve road safety awareness: in October 2008, the wife of the President of Georgia initiated a Road Safety Day, and this has been followed up by non-governmental organisations, who are implementing a series of actions in schools and amongst the general public designed to draw attention to road safety issues. The Project Managers in the EC Delegations to Moldova and Georgia also expressed their desire to see road safety issues incorporated into the project. Collaboration and co-ordination with non-governmental agencies 3.0.16 Good working relationships have been established not only with the national authorities responsible for the land transport and road safety sectors, but equally importantly the Team Leader and KE2 have pursued a number of initiatives designed to involve non-governmental organisations in project implementation. KAZATO, the Union of International Road Carriers of th the Republic of Kazakhstan, invited the project to participate in the 5 Euro-Asian Road th th Transport Conference in Almaty, 11 12 June 2009. During this conference many nongovernmental stakeholders will be present and can be met. 3.0.17 The IRU 1 has also expressed its willingness to become involved by providing access to its training facilities both in Brussels and in the region and by providing specialised trainers if request. The active involvement of the IRU would be of enormous benefit to the project and would certainly contribute to the longer-term sustainability of project results.
Main problems and deficiencies identified

3.0.18 The main problems and deficiencies:
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Lack of legislative and regulatory harmonisation within the region and with EU Directives and Standards Very limited knowledge / regulation of the transportation of dangerous goods generally
The International Road Transport Union (IRU) and their members in all TRACECA Countries (Associations of International Road Transport Operators), play a key role in the development of road transport in the TRACECA region. The associations can act as catalysts for upgrading the road transport sector in the beneficiary countries. Pursuant to its work in favour of road safety since its foundation in 1948, the International Road Transport Union is committed to promoting a culture of road safety in the road transport industry as an essential element in its Charter for Sustainable Development, acceded to by all its national Member Associations in 1996. 17

Very urgent and strong need for assistance to implement the digital tachograph in most Beneficiary Countries Insufficient adherence to important road safety agreements AETR and ADR in many Beneficiary Countries No organised parking spaces for trucks in some of the Beneficiary Countries, but this issue must be investigated more in detail in order to get a more complete overview of the situation Inadequate enforcement of current legislation and regulations Driver attitudes and behaviour leading to non-compliance with legislation/regulations
Target groups/principal beneficiaries of the present Project

3.0.19 The target groups/principal beneficiaries in the TRACECA countries are the Ministries of Transport, Ministries of Interior and budgetary structures responsible for road and land transport safety and security issues (policy, legislation, regulations, enforcement). Inter alia, these will include structures responsible for certification, accreditation and metrology. 3.0.20 Secondary beneficiaries will include National Associations of International Road Hauliers as catalysts for upgrading the road transport sector in the beneficiary countries and Civil Society Organisations dealing with road and land transport safety and security issues.
Relationship with other projects

3.0.21 There are several on-going and recently completed TRACECA projects that are linked directly or indirectly to this present project. During the Inception Phase, the Project Director, Team Leader and KE2 made contact with the Team Leaders of these projects in order to determine the degree to which synergies might be achieved. 3.0.22 Co-operation has been established with the TRACECA project Strengthening of Transport Training Capacity in NIS countries. Maintaining close relationships with this project will be extremely important for the sustainability of the outputs from this present project. It is understood that currently road and land transport safety and security issues do not constitute a significant part of the curriculum followed by Transport Engineers/Transport Economists/Transport Lawyers during their undergraduate or graduate studies. Preliminary discussions have been held to determine whether or not a module on road and land transport safety and security might be included in the future curriculum. This suggestion was welcomed by the TL of the sister project and it was agreed to seek ways in which the two projects might work together to realise the proposal. 3.0.23 There are currently two on-going TRACECA projects targeted at establishing Logistic Centres along the trans-Eurasian and trans-Caucasian corridors. Again the project team has made contact with the Team Leaders of these projects and good relationships have been established. While at first glance there may not appear to be synergy between these two projects and this present project, the establishment of Logistics Centres could become a major catalyst for improving land transport safety and security in two important ways. First, the Logistics Centres will host some of the largest and most important freight forwarding companies in their respective regions, companies that are engaged daily in trade into Europe and into China. The Centres will therefore provide a critical mass of operators, enabling training,
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awareness raising, certification, testing and enforcement activities to be carried out in a costeffective manner. Secondly, the drivers who pass through the Centres are also likely to be those involved in long-distance haulage. Awareness raising activities can therefore be targeted with precision. 3.0.24 Finally the Project Director of the closed Central Asian National Transport Policies project was able to provide all documents related to this project, including analyses of regional land transport safety and security issues. This assistance has proved invaluable and has reduced the risk of overlap and duplication.
3.1
Project approach
3.1.1 The basic approach will remain more or less unchanged from the one outlined in the Technical Proposal. There are no changes to the Results defined in the Terms of Reference. Nevertheless, after review of the present situation and discussions with beneficiaries and major regional stakeholders it became clear that the content and sequencing of the planned activities needed to be adapted to reflect the beneficiaries priorities. The revised approach is explained below. 3.1.2 Firstly, the approach differs in terms of emphasis and sequencing. The Terms of Reference focused upon the generic issue of legal approximation. The priorities for legal harmonisation were to be defined following a comprehensive Gap Analysis, which was to be carried out in the first 9 months of the project, and which was to constitute the basis for the elaboration of a Regional Action Plan. While these activities will still be carried out and the Regional Action Plan will be used to guide the legal and regulatory drafting process, there is one urgent issue, which we believe must be addressed immediately, and where the project can bring immediate added value. 3.1.3 As from June 2010, the Beneficiary Countries have to be ready to implement the digital tachograph. As we noted earlier, this is the one priority upon which there is immediate and unequivocal agreement amongst the beneficiaries. It is clear that most countries have to update their transport legislation to introduce the digital tachograph, and are in the process of doing so, but the practical implementation leaves many questions for which specialized expertise is required. We propose therefore to start work immediately upon this element of Component 2, in advance of the results of the Gap Analysis. The project team can provide technical assistance on this matter, probably in the form of support to legal drafting, training (including train the trainers) and study tours. Furthermore, if the introduction of the digital tachograph is to proceed smoothly there needs to be good cooperation between the National Authorities and the Associations of International Road Transport Operators (IRU members). The project can help facilitate these discussions. 3.1.4 We firmly believe that this element of the project can proceed immediately since it is a clear, discreet issue and can proceed in tandem with the work on the Gap Analysis and the Regional Action Plan. The results of the Gap Analysis and the Regional Action Plan can then form the basis of the work of the project (related to institutional capacity building and legal harmonisation) for the period from Month 15 to the closure of the project (Month 36). 3.1.5 The second substantive change relates to Component 3, raising awareness of Land Transport and Security regulations and standards. Following discussions with the Contracting Authority and in response to requests from TRACECA National Secretariats and EC Delegations in the Beneficiary countries this Component will be widened to include elements of
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Road Safety, particularly where there is a cross-over (e.g. drink/drugs driving seat belts speeding).
3.2
Objectives and Results of the project
3.2.1 The overall objective of the project is to improve transport safety and security environments in the EC Neighbourhood and Central Asian countries in line with European standards in the field of land transport. The overall objective is to be achieved through the implementation of activities designed to enhance institutional and human resource capacities, strengthen the legal and regulatory framework and raise awareness. 3.2.2 The Results defined in the Terms of Reference are:
Legal, institutional and organizational situation in land transport safety and security in the
beneficiary countries assessed and a related regional Action Plan in co-ordination with specialised EU agencies is defined
Institutional capacity strengthened Working links with related European agencies created The legal, regulatory and standards framework related to transport safety and security is
improved
Capacities of inspection, certification and enforcement structures to ensure implementation
of the safety and security legislation enhanced
Awareness of transport safety and security issues amongst public institutions, road and rail operating companies and the general public is raised
3.2.3 The ToR indicates the Scope of the Services, which are to be provided by the Technical Assistance Team. We have grouped the Activities into 3 Components and will implement the project accordingly: 1. Institutional and human resource capacity building 2. Strengthening the legal, regulatory and standards framework for Land Transport Safety and Security 3. Awareness raising and dissemination measures
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3.3 Planned Activities

3.3.1 The proposed sub-components / activities are set out below.
Component 1: Institutional and human resource capacity building

3.3.2 This Component has the following objectives: To review and upgrade the legal, institutional and organisational framework for the management of land transport safety and security issues in the beneficiary states To develop a Regional Action Plan to improve the safety and security management infrastructure and to define the priorities for the land transport safety and security sector in the region To strengthen the institutional and human resource capacities of institutions responsible for policy-making and management issues related to land transport safety and security in the region To strengthen the links with the related European agencies
Sub-component 1: Functional Review of the Land Transport Safety and Security sector 3.3.3 This sub-component is key to the successful implementation of the project, since subsequent actions must be based upon a thorough understanding of the institutional, legislative and regulatory base of the land transport safety and security sector and upon a consensus around the priorities, objectives and actions to be pursued in order to ensure that the TRACECA countries are moving into line with international and EC conventions, laws, regulations and standards. 3.3.4 The TA Team, as part of the Inception Phase, has begun the process of acquiring detailed information concerning the transport policies, institutional arrangements and legislative and regulatory frameworks in the various beneficiary countries. However, this process needs to be st extended and developed in a more rigorous fashion. During the 1 phase of the project we will carry out a Functional Review of the Ministries and National Agencies in charge of these issues. This in itself is a difficult task, since there are a substantial number of Ministries and Agencies involved. Many of the issues (certainly those linked to Health and Safety) are horizontal and therefore fall within the purview of several Ministries. Similarly, issues related to accreditation, certification, metrology, inspection and enforcement do not always fall under the control of the Ministry of Transport. The initial purpose of the Functional Review will be to determine whether there is a clear separation of policy-making, administrative and enforcement functions and to identify clearly, which institutions are responsible for which functions. 3.3.5 This will be paralleled by an assessment of institutional capacity. Inter alia, this will involve an examination of the institutional capacity to elaborate policy, draft legislation and regulations, identify relevant standards, implement (certification, accreditation and metrology) and enforce. The Review will also address technical issues (accident database for example), communications capacity (existence of a communications policy/communications tools) and staffing levels (are sufficient staff allocated to deal with safety and security issues). It will not address skills levels or training needs at this stage. 3.3.6 The Functional Review will be implemented at individual country level and brief country diagnostic reports will be prepared.
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3.3.7 The TA Team will also carry out a Gap Analysis with respect to the existing legal, regulatory and standards framework related to land transport safety and security issues, notably with respect to the digital tachograph, transport of dangerous goods and vehicle standards. Key Expert 2 has prepared a Table of Concordance, which will be applied to the legal and regulatory frameworks in each of the beneficiary countries. 3.3.8 Given the scope of the work, the Functional Review process will be a lengthy one. We anticipate that it will be completed within six months of the end of the Inception Phase. 3.3.9 In Month 10 of the project, the Project Team will prepare a Synthetic Report which will include: Identification of main issues to be addressed and preliminary suggestions for priorities and objectives of the Action Plan Preliminary recommendations for institutional reorganisation in line with international best practise Identification of legislative, regulatory, administrative, and standards issues to be addressed Identification of potential stakeholders /project partners in the private sector and amongst Civil Society Organisations
3.3.10 The Individual Country Reports and the Table of Concordance will be annexed to the Synthetic Report. 3.3.11 The Synthetic Report will be translated into Russian and circulated to all primary stakeholders. A Debriefing Meeting will be organised in Month 11 of the project, the purpose of which will be two-fold: (a) to agree the priorities and objectives of the Regional Action Plan; (b) to appoint an Advisory Group, whose task it will be to assist in the elaboration of the Regional Action Plan. The role of the Advisory Group will be both technical and political. It will offer guidance to the Project Team during the preparatory phase of the Regional Action Plan, provide comments on drafts of the document and identify any political constraints to the implementation of the Plan. Sub-component 2: Elaboration of a Regional Action Plan 3.3.12 Between Months 1215, the Project Team will prepare a draft Regional Action Plan. The work will be carried out in close consultation with Advisory Group, and with experts in the TRACECA Permanent Secretariat in Baku. While it is not possible at this stage to define the content of the Regional Action Plan, we can indicate the structure: Executive Summary Review of the conclusions and recommendations of the Synthetic Report Priorities and Objectives Institutional Reform Legislative and Regulatory Amendments Standards, Certification, Metrology and Enforcement Management and Implementation Arrangements Monitoring and Evaluation: indicators and methodology Timeframe
3.3.13 At the end of Month 15 / beginning of Month 16, we propose to convene a formal meeting to discuss and adopt the Regional Action Plan. Ideally, this meeting should be held in
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Baku and be chaired by the EC Project Manager and the TRACECA Permanent Secretariat. We will thereafter support the implementation of the Regional Action Plan throughout the remainder of the project.
Sub-component 3: Strengthening of Institutional Capacity 3.3.14 The Regional Action Plan is likely to throw up a series of issues related to strengthening the institutional capacities of the beneficiary institutions. In our Technical Proposal we suggested two areas where we believe that we might contribute to institutional capacity building: the first related to developing consultative and communication tools. This matter is dealt with below in paragraph 3.3.54 onwards. The second concerns the development of improved accident / incident data collection, analysis and reporting tools. The European Council decided th on the 30 November 1993 that a Community database on road accidents should be developed (Council Decision 93/704/EC). The database is referred to as CARE (Community database on Accidents on the Roads in Europe). The database makes it possible to identify and quantify road safety problems, evaluate the efficiency of road safety measures, determine the relevance of Community actions and facilitate the exchange of experience. 3.3.15 Unfortunately, the resources available under the project would not enable the TA Team to make major interventions to strengthen institutional capacities at national levels. Any interventions would have to be regionally focused. We are convinced that it would be sensible to adapt the techniques and methodologies applied in CARE and develop a comparable TRACECA-level database of road traffic accidents/incidents. In our opinion, this would be an important tool for use in future regional policy-making. 3.3.16 Nevertheless, the final decision on this activity will be taken consequent upon the adoption of the Regional Action Plan.
Sub-component 4: Strengthening of Human Resource Capacities 3.3.17 There are several areas in which the human resource capacities of the beneficiary Ministries and Agencies might be strengthened. We have foreseen two different types of training intervention: under this sub-component we plan to design and deliver what might be called generic training, familiarising the primary beneficiaries and stakeholders with the issues related to road and land transport safety and security. 3.3.18 The generic training will cover the following topics:

EU Transport Policy International and EU legislation and regulations related to land transport safety and security, together with legislative and regulatory best practice in EU Member States International and EU standards related to land transport safety and security Road safety auditing Accident/incident data collection, collation and analysis
3.3.19 The TA Team will carry out a Training Needs Analysis in parallel with the work being done on the Functional review. Based on the outcome of that Training Needs Analysis and the contents of the Regional Action Plan, other issues may also be included into the generic training programme.
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3.3.20 In order to ensure a common understanding of the issues amongst the counterparts, the generic training will take place early in the project. It is our intention to deliver the generic training in the third quarter of 2009. A regional-level workshop will be organised in Baku targeted at the principal policy-makers in the beneficiary countries, who have responsibility for road and land transport safety and security issues. 3.3.21 Under Component 2 below, we propose to deliver highly targeted training in respect of the use and enforcement of the digital tachograph and road transportation of dangerous goods under ADR. 3.3.22 During each of their missions to beneficiary countries, the Key Experts and short-term non-Key Experts will be required to devote at least half a day per week to informal training sessions the informal training sessions will focus upon management skills (policy-making, priority-setting, action planning, public awareness and communications issues) linked to the management of road and land transport safety and security issues. 3.3.23 The training materials from both the generic and the targeted training programmes will be translated into Russian, collated and codified towards the end of the project into a Training Manual. 3.3.24 In the interests of sustainability, we will necessary organise a Train the Trainers programme. In our opinion, at least three persons (one from the MoT, one from each of the Roads and Rail Administrations) in each of the beneficiary countries should be trained to deliver training and in-service refresher courses to colleagues and inductees. It would also be their responsibility to maintain and update the Training Manual. A regional-level workshop will be organised in the third quarter of 2009, prior to the organisation of the generic training workshop. This will enable some of them to participate, alongside the TA team, in the delivery of formal training to their colleagues. The TA Team will also prepare in-service training materials, which may be used by the trainers throughout the lifetime of the project and beyond. 3.3.25 We will coordinate our training efforts, as much as possible, with the TRACECA project Strengthening of Transport Training Capacity in NIS countries.
Sub-component 5: Strengthening professional institutions
links
with
relevant
European
Agencies
and
3.3.26 During the Inception Phase, the project already established contact with the International Road transport Union (IRU). The IRU supports our project and is interested to have the project work with their members associations in the beneficiary countries. One of these members, KAZATO in Kazakhstan, will organise a large international conference in June 2009 on road transport issues and has invited the project to attend this conference. 3.3.27 Other international institutions with whom the project proposes to coordinate its efforts will be: United Nations Economic Commissions for Europe Transport Section (UN/ECE) which is responsible for AETR and ADR Agreements The Confederation of Organizations in Road Transport Enforcement (CORTE), which is strongly involved in the implementation of the digital tachograph within the EU 3.3.28 In addition, the TA Team will ensure that close contacts are established and maintained with the leading European structures involved in road and land transport safety and security
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issues: DG TREN, the European Road Safety Observatory, the CARE database and the European Road Safety Charter. 3.3.29 There are two Study Tours planned under Component 2. These Study Tours will be constructed in such a way that they support and reinforce the development of networks. 3.3.30 In addition, the TA Team will certainly recommend that the Regional Action Plan includes the development of a regional network. In our view this will be an important tool for a number of reasons: first, to support the implementation of the Regional Action Plan; second, to ensure coherence and harmonization of legislation, regulations and standards; third, to enable the sharing of best practice.
Planned inputs 3.3.31 The Project Team Leader (200 man days) will be primarily responsible for the implementation of this Component, supported by the three long-term junior regional coordinators (450 man days in total). The other two long-term Key Experts will be expected to provide inputs (50 man days each), notably to the Functional Review, the Gap Analysis, drafting of the Regional Action Plan and the delivery of the training programmes. We anticipate that we will require an additional 175 man days of short-term Senior Non-Key Experts to support the core team. Their work will be focused upon assisting in the preparation of the Functional Review, the Gap Analysis, drafting of the Regional Action Plan and the delivery of the training programmes. All experts, whether long-term or short-term, will contribute to networking activities. Planned outputs 3.3.32 The deliverables for this Component are as a minimum the following:

Individual Country Diagnostic Reports based upon the Functional Review and Legislative Gap Analysis drafted Synthetic Report drafted and approved Regional Action Plan drafted and approved Harmonised accident and incident database Staff Training Programme designed and delivered 27 Trainers Trained Training Materials codified into a Training Manual Working links with relevant European Agencies and professional organisations established TRACECA regional network established
Timing of inputs and outputs 3.3.33 Several of the activities under this Component are not time-bound and will continue throughout the lifetime of the project: e.g. implementation of the Regional Action Plan, delivery of informal and formal training, support to networking. However, there are a number of milestones: the Functional Review will be completed by the end of Month 9; the Synthetic Report will be delivered and discussed in Month 11; the Regional Action Plan will be finalised and discussed at the end of Month 15, beginning of Month 16; the Training Manual will be finalised by Month 35.
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Component 2 Strengthening the legal, regulatory and standards framework for land transport safety
3.3.33 This Component has the following objectives: To provide policy advice and technical assistance to the establishment of a legal, regulatory and standards framework for road and land transport safety and security; To strengthen human resource capacities with respect to legal and regulatory drafting and enforcement; To establish and implement Land Transport Security Guidelines Sub-component 2.1: Establishment of a legal, regulatory and standards framework for land transport safety and security 3.3.35 The legislative Gap Analysis, carried out under Component 1, will identify what laws regulations and standards need to be harmonised and the Action Plan will define the priorities, indicate the steps (new legislation/regulation/standard or amendments) that need to be taken and the timing of those steps. The Action Plan will also specify which enforcement procedures need to be strengthened and in what ways. An indication of what will be covered by the Gap Analysis is set out in tabular form below. This is simply an example and by no means purports to provide comprehensive coverage of the relevant UN/ECE Agreements and EU Directives/Regulations. 3.3.36 It is not possible to prejudge at this point where the focal point of the interventions will be: that will be determined following the completion of the legislative Gap Analysis and the drafting of the Regional Action Plan. However, during the Inception Phase, it became clear that three issues will certainly need to be tackled during the lifetime of the project and support provided to legal and regulatory drafting and the definition of relevant standards. the digital tachograph; the transportation of dangerous goods; vehicle standards (EURO 3-4-5) 3.3.37 However, one issue in particular, that of the digital tachograph, needs to be addressed as a matter of urgency if the beneficiary countries are to meet the deadline of June 2010 to which they are committed. We propose therefore under this sub-component to commence work on this matter in advance of the finalisation of the Gap Analysis and the drafting of the Regional Action Plan. During the second, third and fourth quarters of 2009, the Key Expert (International Transport Lawyer) will assist the national authorities in each of the beneficiary countries to draft legislation compliant with the AETR Agreements and relevant EC Directive(s).
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Land Transport Safety and Security EuropeAid/126786/C/SER/Multi

International Conventions AETR ADR EU transport safety and security legislation
Ratified
COUNTRY Primary legislation
Secondary legislation
Comments
Harmonised Directive 88/77/EC Emission Standards Directive 2008/96/EC Road infrastructure safety management 3820/EEC Working Time 3821/EEC Tachographs, recording devices Council Directive 2003/30/EC Roadside technical testing of commercial vehicles Council Directive 96/96/EC Road worthiness tests Council Directive 991/439/EEC Driving licenses Council Directive 2003/20/EC - Safety belts Traffic behaviour Speeding Drink driving
Primary legislation
Secondary legislation
Comments
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Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

3.3.38 A comprehensive legislative and regulatory drafting Work Programme for 2010 and 2011 will be defined following the adoption of the Regional Action Plan. It is clear that the project cannot cover the vast range of Directives/Regulations/Standards and the purpose of the Regional Action Plan will be to define and agree the priorities. However, in light of the objectives of the project, we anticipate that in the second half of 2010, the project will provide direct support to legal and regulatory drafting linked to the transportation of dangerous goods and vehicle standards. In view of the fact that the beneficiaries are likely to be fully absorbed with meeting their commitments under the AETR, it is improbable that we will be able to address these issues any earlier. 3.3.39 Several of the beneficiary states are not as yet signatories of the AETR. The TA Team will, if requested, provide advice and technical assistance to those national authorities, which wish to seek membership and ratify the Conventions and Protocols. The Georgian Association of Road Transport Operators (GIRCA), for example, has already indicated that they wish to introduce the digital tachograph amongst their members.
Sub-component 2.2: Strengthening human resource capacities 3.3.40 The activities under this sub-component, although they complement the activities described under paragraphs 3.3.20 3.3.28 above, are targeted primarily at those involved in legal and regulatory drafting and metrology/certification/accreditation and enforcement. The objective is to ensure that the national authorities possess the necessary know-how and skills to draft legislation and regulations reflective of, and harmonised with, international and EU requirements. 3.3.41 In order to maximise the effectiveness of the training, the sessions will be directly linked to other activities planned under the project. Therefore we can say with some certainty now that training will be provided in the following areas:

the digital tachograph; the transportation of dangerous goods; vehicle standards (EURO 3-4-5)
3.3.42 Additional training topics will be defined in the Regional Action Plan, once the priorities for legal and regulatory drafting have been clarified. 3.3.43 In addition to the formal training sessions, two study tours will be organised. The first at the end of 2009/beginning of 2010 will be to UNECE, the European Commission and a Member State (subject to the requisite agreement being reached with the relevant bodies) and will examine all matters related to the implementation of the Tachograph. The second Study Tour is provisionally planned for the second half of 2010 and will focus upon the subject of dangerous goods. 3.3.44 In order to ensure sustainability, issues related to legal drafting will be included in the train the trainers programme (3.3.27) and codified into the Training Manual (3.3.26). 3.3.45 The participants of the training programmes and study tours will be selected in close consultation with the project partners and the TRACECA Permanent Secretariat in Baku.
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Sub-component 2.3: Establishment and implementation of ADR Guidelines 3.3.46 This activity is strongly linked with activity 2.1 and aims to assist the Beneficiary Countries become party to the UN/ECE ADR Agreement. At present only Azerbaijan, Kazakhstan, Moldova and Ukraine have ratified the ADR Agreement. Most dangerous goods in the TRACECA region are traditionally transported by rail (e.g. crude oil). However, due to the growth of road transport in Central Asia, one may reasonably expect a growth in the transportation of dangerous goods by road. For safety reasons, it would be very advisable that more countries sign and implement ADR. 3.3.47 The TA Team will assist in the drafting of Road Transport Security Guidelines in line with the ADR Agreement and will provide information sessions linked to the implementation of the Guidelines. The Guidelines will be available in the Russian language.
Planned inputs 3.3.48 The International Transport Law expert (350 man days) will assume primary responsibility for the implementation of this Component. He will be supported by the Team Leader (90 man days), the Land Transport Safety Expert (150 man days), and the long-term junior regional coordinators (750 man days). In addition, a further 225 man days of short-term senior expertise will be made available to assist with the detailed legal drafting.
Planned outputs 3.3.49 The deliverables for this Component are as a minimum the following:

Support provided to legal drafting with respect to AETR, ADR Agreements Beneficiary states assisted to meet June 2010 deadline of implementation of Tachograph Support provided to those beneficiary states wishing to sign the AETR and ADR Conventions Staff Training Programme designed and delivered 27 Trainers trained Training Materials codified into a Training Manual Two study tours organised and delivered Road Transport Security Guidelines elaborated
Timing of inputs and outputs 3.3.50 The activities under this Component are, with one or two notable exceptions, not timebound. They will be implemented throughout the entire duration of the project. However, it is possible to state that support to the implementation of the Tachograph will commence immediately and will be completed by the end of the first quarter of 2010; the first Study Tour linked to the Tachograph issue will take place in the final quarter of 2009. Work will commence on supporting the implementation of the ADR in the third quarter of 2010 and the associated Study Tour will take place during the same period.
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Component 3: Awareness raising and dissemination measures

3.3.51 The objectives under this Component are:

To elaborate and implement an awareness campaign in the field of road and land transport safety and security; To elaborate and implement a communications strategy; To identify and disseminate best practice with respect to land transport safety and security
3.3.52 During the Inception Phase, it was agreed with the Contracting Authority that the Contractor would widen the project focus to address issues of road safety generally, but with the proviso that the link to land transport safety and security be maintained. It was agreed that funds would be made available through the Incidentals Budget line to support awareness and dissemination measures. 3.3.53 In our Technical Proposal, we emphasised the importance of changing attitudes and behaviour if one wished to ensure road and transport safety. Increasingly, this is recognised by the responsible authorities in the TRACECA countries. Several Ministries of Transport and/or Ministries of Internal Affairs have started to implement poster campaigns targeted at drinkdriving, speeding, the use of seat belts and child seats. However, these types of campaigns are still in their infancy. The Georgian Government launched a Road Safety Awareness Day in October 2009 and the Ukrainian Government intends to make road safety a feature of its preparations for, and hosting of, the 2012 European Football Championships. In addition, a number of Non-Governmental Organisations are slowly emerging and are addressing safety issues. During the Inception Phase meetings were held with a Georgian television producer, who wishes to develop and broadcast a series on road safety issues. 3.3.54 While we do not wish to deviate far from the suggested activities set out in the Technical Proposal, we have been able refine them during the Inception Phase. We now foresee the following activities (sub-components) under this Component:
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Sub-component 1: Assisting the responsible national authorities to prepare awareness and communications strategies linked to road and land transport safety and security 3.3.55 Awareness campaigns have proved extremely effective in the EU in changing behaviour patterns of road users and haulage companies. It is proposed in the first instance to develop a standard template for an Awareness Campaign linked to road and land transport safety and security, which might then be adapted by the individual beneficiary states for their own usage. 3.3.56 The Awareness Campaign will comprise some of the following: 9 The definition of the objectives of the awareness campaign and the principal messages to be transmitted 9 Identification of the target populations 9 The design of a logo and/or motto for the Road and Land Transport Safety and Security scheme 9 A description of the optimum way of transmitting the principal messages 9 A detailed Action Plan 3.3.57 Given the limited budgets available within this project, but also available to the beneficiary Ministries, we believe that it would be sensible to commence with the implementation of a web-based awareness and communications programme. In cooperation with the TRACECA IGC Permanent Secretariat and ideally utilising both the project web-site and that of the IGC-PS, the web-based awareness and communications programme would make available examples of best practice from EU Member States and from the TRACECA countries. 3.3.58 The first dimension will be focused upon communicating information/progress/seeking feedback with respect to road and land transport safety and security issues and will be targeted principally at the public authorities responsible for road land transport safety/security issues. It would also include the translation and dissemination of European and International policy documents, regulations and standards. This will be done primarily through the existing formal communications channels set up within the framework of the TRACECA Programme and in collaboration with the TRACECA Secretariat. As the ToR suggest this will involve the use of an interactive website. 3.3.59 The second dimension will be to advise and assist the National Authorities in each of beneficiary countries to use their own websites as tools for disseminating information to Transport Associations, transport users and the general public and for receiving comments on draft legislation / regulations / standards. 3.3.60 The third dimension would be to use the web-site to disseminate materials on four different types of best practise: first, examples of legislative and regulatory drafting; second, tools for collection and analysis of accident / incident data and its incorporation into policy and infrastructure design decision-making; third, modern enforcement tools and practices; and finally, awareness materials targeted at getting the safety and security message over to the general public and transport users. 3.3.61 We would also wish to continue discussions with the Georgian television producer to determine whether or not the project might participate in and contribute to the preparation and broadcasting of the television series. We strongly support this initiative. However, it raises questions of whether and how project funds might be used, what other sources of co-financing might be identified and the costs of dubbing the programmes into the various languages. Nevertheless, we believe that this is a major opportunity not only for furthering the goals of the
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project but also for raising the profile of the TRACECA. Provisional estimates suggest that the costs for making the series would be around 40,000 euro to which would need to be added the dubbing / broadcasting costs. We would like at the very least to pursue this matter further with the permission of the Contracting Authority. We believe that it would bring enormous value added in terms of the visibility of the project goals and also the TRACECA Programme. 3.3.62 Throughout the lifetime of the project, the TA Team would be available to provide advice and assistance to the national authorities to implement their awareness and communications strategies.
Sub-component 2: Supporting the development of Non-Governmental Organisations capable of providing high-quality services linked to road and land transport-related issues 3.3.63 In the EU Member States, private sector and Non-Governmental Organisations play an important role in raising awareness and communicating changes to laws, regulations and standards. In order to achieve a multiplier effect, we will work with CSOs/Transport Owners Associations/Schools. By providing them with awareness materials and agreeing with them targeted actions, it is probable that we would reach a far wider audience more effectively. The Transport Owners Associations would be addressed through sub-component 1. Under this subcomponent we propose a pilot action targeted at Non-Governmental Organisations. 3.3.64 The example of Georgia is a good one: a number of non-governmental organisations are becoming involved in raising awareness of road and transport safety issues. We propose to build upon this example. We intend to identify and provide support to a small number of nongovernmental organisations in three TRACECA countries (one country in each of the three TRACECA regions). We suggest that the three countries should be Georgia (already developing such initiatives), Kyrgyzstan and Moldova. We have proposed Kyrgyzstan and Moldova for the simple reason of sharing the benefits of TRACECA more equitably amongst the beneficiary states. There are already a large number of actions on-going in both Kyiv and Almaty. In addition, the regional office for the Western CIS is in Moldova and this will allow economies of scale in terms of travel / support etc. 3.3.65 The support will take the form of advice, training and the provision of materials. The goal will be to energise these NGOs and to stimulate them to undertake awareness campaigns amongst schools and local businesses. 3.3.66 We have provisionally budgeted for a Study Tour to the United Kingdom for both public authorities and NGOs to witness how the public sector and civil society organisations combine their efforts in order to raise awareness of road and land transport safety issues. It must be emphasised that this Study Tour is provisional it will depend very much of whether sufficient funds remain after the major training activities have been budgeted for. The selection of the UK as a destination is contingent upon the agreement of the beneficiaries: the UK has been proposed since it has been at the forefront of developing awareness and communications materials and has well-developed partnerships between public and non-governmental organisations. 3.3.67 Finally we would link activities under this Component to those under Component 1, notably with respect to networking. For example, it would be important for the national authorities, private sector organisations and civil society structures to network with agencies (both public and non-governmental) in EU Member States, such as the Royal Society for the Prevention of Accidents (RoSPA) in the UK, that have a wealth of experience and a wide range
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of materials. Such linkages will allow the beneficiaries future access to examples of best practice and will help sustain the outcomes of this Component.
Planned inputs 3.3.68 As we stated in our Technical Proposal, we wish to recruit a specialist in safety awareness issues. We believe that the man days for this position should come from a redistribution of 200 man days from the Land Transport Safety Expert. We believe that it is important that the Safety Awareness Expert be perceived as a key member of the team and that safety awareness issues are acknowledged as central to the successful achievement of the project objectives. We will submit a formal request for an Addendum to the Contract once the proposals in this Inception Report have been approved by the EC Project Manager. If this suggestion is acceptable, the Safety Awareness Expert would assume lead responsibility for this Component under the guidance and direction of the Team Leader. 3.3.69 In addition, we have allocated 80 man days for the Team Leader and 250 man days for the long-term junior regional coordinators to this Component.
Planned outputs 3.3.70 The deliverables for this Component are as a minimum the following: Awareness campaign defined and implemented Web-based communications strategy designed and implemented Best practice identified and disseminated Civil Society Organisations in three pilot countries stimulated to carry out awareness raising and communications activities in support of road and land safety and security awareness One study tour organised and delivered (provisional) Support provided to prepare and broadcast a television series on road and land transport safety issues (provisional)
Public authorities, private sector and Civil Society Organisations networked with sister bodies in the EU dealing with awareness raising and communication of road and land transport safety and security issues
Timing of inputs and outputs 3.3.71 To a large extent the timing of the inputs and outputs from this Component are dependent upon (a) the concept being approved; (b) an Addendum to the contract being signed. Ideally we would wish to start the activities no later than the beginning of September 2009 and implement them over a period of twelve months. The advantage of this approach to the timing is that there would still be 12 months remaining in the project to roll-out the results of the pilot projects to other beneficiary states.
3.4
Constraints, risks and uncertainties
3.4.1 In our Technical Proposal we identified a series of Assumptions to implementation. During the Inception Phase, these assumptions were reviewed. The assumptions at the level of Project Purpose, Results and Activities hold. All the beneficiary countries have shown interest in the
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project and have expressed a willingness to provide the necessary resources to support project implementation and to sustain project results. 3.4.2 Similarly, the Technical Proposal included a detailed Risk analysis. The potential risks have been assessed during the Inception Phase and a revised risk analysis is set out below.
POTENTIAL RISK Potential regional instability COMMENT The tensions in the Caucuses remain, both within Georgia and between Armenia and Azerbaijan. However, to date there is no evidence that these tensions are likely to spill over into regional instability or impact directly upon project implementation. The political situation in Moldova and the deteriorating relationships between Moldova and Romania are causes for concern. Once again they are unlikely to impact directly upon project implementation. However, we will continue to monitor the situation closely. Change of policy priorities and personnel at Beneficiary Government level Given the length of the project, it is probable that personnel within the beneficiary Governments will change (turnover / change of Governments). At present this does not appear to constitute a major risk to project implementation. Policy priorities and objectives within the Transport Sector have remained reasonably consistent over a number of years and there is no evidence to suggest that this is likely to change. We do not anticipate that this risk will have a major impact upon project implementation, although frequent changes of personnel will undoubtedly slow down the decision-making processes. Cooperation to date has been excellent. The IFIs and other donors have provided information and advice; the private sector and NGOs have also expressed a willingness to participate in the project. We no longer consider this to be a risk. The collaboration between the Contracting Authority and Contractor has been excellent. All requests for Administrative Orders have been met in a timely manner. We no longer consider this to be a risk. Since the project is in the Inception Phase, it is premature to gauge the responsiveness of the beneficiaries to project outputs. There is ample evidence that the Governments and beneficiary institutions are both supportive and cooperative. There is a widespread recognition that the global downturn in trade requires Governments to act. Similarly the Governments acknowledge the importance of transport safety and security to enhanced trade. It is clearly the case that decision-making responsibilities are spread amongst a number of line Ministries and budgetary institutions. It is too early to determine whether or not that will become a barrier to efficient implementation. We will continue to monitor this risk. Once again this is clearly the case. Indeed one of the objectives of the project is to eliminate inconsistencies and to harmonise the legislative and regulatory frameworks. We have not encountered any opposition to this goal. What is likely to be more problematic is the matter of enforcement and this will need to be constantly monitored. 34
Lack of co-operation from relevant actors in the Transport Sector (i.e.: IFIs, other donor agencies, private sector, etc) in the TRACECA countries
Slow approval of Inception, Progress Reports, Addenda or Administrative Orders
Slow approval of outputs by beneficiary
Insufficient support and co-operation by the Governments & beneficiary institutions
Decision-making responsibilities are distributed amongst a number of different institutions which do not coordinate effectively
Rules and regulations are subject to variations and interpretations and there are inconsistencies between the legal frameworks of the beneficiary countries

Inability of the stakeholders to agree upon priorities, objectives and actions to be included in the regional Action Plan
During the Inception Phase there has been a remarkable degree of consistency amongst the stakeholders as to the priorities of the regional Action Plan. There is already a consensus that the issues of the Tachograph and the safe/secure parking need to be addressed swiftly. There may be greater difficulties in obtaining a consensus further downstream once these two issues have been addressed.
3.4.3 The Project team will continue to monitor these risks and maintain vigilance in case other risks may arise. Good working relationships have been established between the Contractor and the EC Project Manager and the TRACECA National Secretariats. In our opinion, this is the optimum way in which to minimise the level of uncertainties and risks and to mitigate their potential influence on project performance. Indeed, in the absence of a formal Project Steering Committee, these bilateral relationships constitute the principal tool for solving problems.
3.5
Project planning
3.5.1 Work Plan 3.5.1.1 The Work Planning documents are appended in tabular format in Annex 2 to the present Report: The Overall Plan of Operations The Overall Output Performance Plan The Plan of Operations for the next reporting period June-August 2009
3.5.1.2 The ToR and Contract specify the end date as February 2012. 3.5.2 Deployment of experts 3.5.2.1 Based on the experience and findings of the Inception Phase, we would respectfully suggest a re-allocation of professional inputs in order to meet the revised project requirements. A formal request for an Addendum to the Contract will be submitted to the Contracting Authority. 3.5.2.2 The core team of currently comprises the following Key Experts: Transport Security Expert/Team Leader: To be appointed (500 man days) Transport Safety Expert: Neville Edward Weeks (400 man days) International Transport Law Expert: Menno Langeveld (400 man days) These experts are supported by three long-term junior experts (1,500 man days) and a pool of senior short-term expertise (550 man days). 3.5.2.3 In light of the planning proposed in this Inception Report we propose the following adjustment: That the 400 man-days of the Transport Safety Expert be split equally between the current expert, Mr. Weeks, and a second expert with experience in Road Safety (and particularly Road Safety awareness). 3.5.2.4 This redeployment will enable the core team to cover each of the three Components. The senior short-term non-key experts will then be deployed to support the core team during the implementation of Components 1 & 2.
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3.5.2.5 The key experts will be travelling around the beneficiary countries on a very regular basis and will guide the regional support points and the regional co-ordinators to achieve the project objectives. A modus operandi has been agreed with the EC Project Manager, whereby prior to the mobilisation of a key expert she will be informed of the location, length and purpose of the mission, thus removing any potential for wastage of valuable resource time. 3.5.2.6 The Planning Tables show 3020 man days to be used for the implementation of the three components. 330 man days are reserved for project management tasks, of which 224 were used during the Inception Phase.
3.5.3 Reporting
3.5.3.1 The Progress Reports will be prepared in accordance with the following schedule:
Report PR1 PR2 PR3 PR4 PR5 Draft Final Report* Final Report* Date of submission August 2009 February 2009 August 2010 February 2011 August 2011 January 2012 February 2012
* It is assumed that although the Contract was signed in November 2008, the duration of the contract will be 36 months as from the start-date of the project March 2009.
3.5.3.2 In accordance with the terms of Reference all reports will be produced in the English and Russian languages and distributed according to the template below.
DISTRIBUTION EC Project Manager in Brussels Beneficiary countries relevant units TRACECA National Secretaries of beneficiary countries TRACECA Permanent Secretariat in Baku TACIS Coordinating Unit (Beneficiary States) EC Delegations in the beneficiary State TACIS Monitoring Team (Regional Office) Hard copy in English 2 1 1 2 1 1 1 1 1 2 1 1 1 1 1 1 1 1 Hard copy in Russian CD English & Russian 1
3.5.3.3 Each Progress Report will contain:

A description of overall project progress to date measured against the previous Quarter, Annual and Overall Work Plans and Objectively Verifiable Indicators Deviations from the Work Plan with explanations, if any Resource utilization charts indicating inputs (volume and value) measured against results
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Problems encountered likely to inhibit the achievement of Project Results and solutions adopted Identification of factors likely to inhibit the achievement of Project Purpose and proposed solutions The Interim Progress Reports will include as Annexes all technical reports, training, public awareness and dissemination materials etc. produced during the reporting period Periodic invoice
3.5.3.4 In addition, the EC Project Manager has requested that brief monthly reports be prepared during the Implementation Phase of the project.
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4. Project planning for next reporting period

In compliance with the ToR the next reporting period runs from the 1st June to the 31st August 2009. During this period we will concentrate upon the following:
Project Management Organisation of Kick-Off Conference A Project Kick-Off Conference will be held in the first week of September 2009. The objective of the K-O Conference is to discuss the content of the Inception Report and particularly the project planning Project reporting The Team Leader will continue the practise of providing brief Monthly Reports Negotiation of addenda Once the Inception Report has been accepted the Senior Project Director and the Team Leader will commence negotiations with the EC Project Manager to conclude the Addenda necessary to permit the implementation of the Inception Report and the planning contained therein Recruitment of STEs The Senior Project Director and Team Leader will prepare a Terms of Reference / Task descriptions for the recruitment of Senior Short term Experts from the beneficiary states to assist with the carrying out of the Functional Review and the legislative Gap Analysis Component 1: During the next reporting period, the TA Team will commence work on the Functional Review and the legislative Gap Analysis. In addition, the long-term regional coordinators will begin the necessary preparatory work for the design and implementation of the generic training programmes. Component 2: The Key Expert (Transport Law) will start work on support the introduction of the Tachograph and together with the long-term regional coordinators will begin the necessary preparatory work for the implementation of the specialist training programme. Component 3: The Senior Project Director will identify and facilitate the recruitment of a Road Safety / Public Awareness expert (subject to the necessary approvals being obtained). The expert, once in post, will concentrate during this period upon the drafting of template for awareness & communications strategy and together with the long-term regional coordinators will begin the process of identifying potential partner NGOs in the pilot countries.
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Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi This Project is funded by the European Union
ANNEXES
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ANNEX I: TERMS OF REFERENCE
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1.
BACKGROUND INFORMATION
1.1 Beneficiary country

The beneficiary countries are Armenia, Azerbaijan, Georgia, Kazakhstan, the Kyrgyz Republic, Moldova, Tajikistan, Ukraine, Uzbekistan. The other TRACECA countries Bulgaria, Romania and Turkey should be closely associated to the project's horizontal activities such as regional workshops and symposiums.
1.2 Contracting Authority

The contracting Authority will be the European Commission EuropeAid Cooperation Office in Brussels.
1.3 Relevant regional background

The TRACECA programme (Transport Corridor Europe Central Asia) was established in 1993 by the Baku Agreement. At present it includes 13 nations consisting of the above mentioned beneficiary states together with Bulgaria, Romania, Turkey and Turkmenistan. The aims of TRACECA are to improve trade and transport along the Europe - Caucasus - Asia corridor through: - Stimulating the co-operation among the participating states for trade development in the region; - Promoting optimal integration of the international transport corridor Europe-Caucasus-Asia "TRACECA" into Trans-European Networks (TENs); - Identifying factors hindering the development of trade and transport systems; -Promoting TRACECA projects as means to attract loans from International Financial Institutions (IFIs) and private investors; Signed in 1998 at a Baku Summit and presently ratified by 12 countries, the TRACECA Multilateral Agreement is aimed at: - Development of economic relations, trade and transport communications in the regions of Europe, Black Sea area, Caucasus, Caspian Sea region and Asia; - Facilitation of access to the international market of road, air and railway transport and also commercial maritime navigation; - Promotion of international transport of goods and passengers and international transport of hydrocarbons; - Ensuring of traffic safety, security of goods and environment protection; - Creation of equal conditions of competition between different types of transport. Unfortunately, transport safety, security and environmental (SSE) issues in the CIS countries continue to hamper transport development. The degree of concern for a number of national authorities is underlined in the beneficiaries 'Poverty Reduction Strategy Papers and National Transport Strategies'. In particular, they highlight the priorities related to the harmonization of their transport legislation and regulations with the European standard, and the integration of their transport network into regional transport corridors. These priorities are one of the priority issues identified by the EC and the beneficiary countries during the "Baku initiative" working groups. They were adopted at Ministerial level, in May 2006 during the Second Ministerial Conference on Transport Cooperation between the EU, Black Sea and Caspian Sea littoral States and their Neighbors, by Azerbaijan, Armenia, Belarus, Bulgaria, Georgia, Kazakhstan,
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Kyrgyzstan, Moldova, Romania, the Russian Federation (as an observer), Tajikistan, Turkey, Ukraine and Uzbekistan with representatives of the European Commission. In the field of railway security, the European Commission adopted in 2006 a series of measures to support the revitalisation of the railway sector by removing obstacles to the circulation of trains throughout the European rail network. The measures include a Communication on the simplification of certification of railway vehicles, a proposal to recast the existing Railway Interoperability Directives and to modify the Regulation establishing a European Railway Agency and the Railway Safety Directive. In the field of road transport, the Community policy objectives for road transport are to promote efficient road freight and passengers transport services, to create fair conditions for competition, to promote and harmonise safer and more environmental friendly technical standards, to ensure a minimum fiscal and social harmonisation and to make sure that the rules in road transport are effectively applied without discrimination. The existing legislation applying to road transport services establishes common rules on access to the market and to the profession, sets minimal standards for working time, driving and rest periods (including enforcement and the use of tachograph), sets minimal annual vehicle taxes and common rules for tolls and user charges.
1.4 Current state of affairs in the relevant sector

At present the different members of the TRACECA area are at different levels and stages of adhering, adopting and implementing international conventions regarding the road and railways transportation sector, especially dangerous goods and international standards on noise and emission reductions. Technical standards are a major issue, as there is still a predominance of Russian standards. Also the law enforcement represents a big challenge to the majority of TRACECA members. A harmonization throughout the TRACECA area would certainly have a considerable positive impact on reaching the ambitious goals on security and safety. As some administrations dealing with transportation issues are still very young, awareness, guidance and capacity building remain a high priority. This being said, the structures and institutions need to be adapted in order to meet the challenges of the future contributing to the sustainable development of the national economies, but also to improve and ease the trade within the TRACECA member areas as well as with their international trade partners. The member countries should be encouraged to benchmark and exchange expertise on an internal level enabling them to put into place international best practices meeting the specific country needs regarding transport strategies and policy making, standards to put in place and facilitate the implementation and monitoring, i.e. law enforcement of the decisions taken.
1.5 Related programmes and other donor activities

The priority of Transport safety and security was discussed and approved by all representatives of the beneficiary Ministries of Transport (TRACECA National Secretaries) in the framework of TRACECA and Baku initiative working groups. During the identification and formulation phases, coordination meetings were organised with international organisations dealing with transport safety and security, and in particular with the UN Economic Commission for Europe (UNECE) which is implementing a Joint UNECEUNESCAP Project on developing Euro-Asian transport links - Phase II; the International Financial Institutions, including the EIB, EBRD, ADB and World Banks current and future infrastructure development projects in the region
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In addition, during the preparation of the project, coordination will be maintained with other EC financed transport projects, such as those implemented under national, regional, thematic action programmes, etc., and other donors transport programmes and initiatives in the TRACECA region, such as the UN Special Programme for the Economies of Central Asia (SPECA); the UN Economic and Social Commission for Asia and the Pacific (UNESCAP); Central Asian Regional Economic Cooperation (CAREC), created by the Asian Development Bank (ADB) with participation of the Central Asian States, including Azerbaijan and China.
2. OBJECTIVE, PURPOSE & EXPECTED RESULTS

2.1 Overall objective
The overall objective of the project is to improve transport safety and security environments in the EC neighbouring and Central Asian countries in line with European standards in the field of land transport.
2.2 Purpose
In particular, the project will provide technical and capacity-building assistance to the beneficiary countries transport administrations in order to support and strengthen: Legal, institutional and organizational structures related to land transport safety and security; Rule-making and legal standards for safety practice, institutional capacity and awareness in line with requirements of international and European standards; National security authorities and main security operators in the sector of land transport, establishment of security guidelines and customs-related guidelines for operators carrying or handling dangerous goods; Inspection, training programmes and certification structures in charge of implementing the safety and security legislation.
2.3 Results to be achieved by the Consultant

The results to be achieved by the Consultant of this assignment are the following: Result 1 - Legal, institutional and organizational assessment of the situation in land transport safety and security in the beneficiary countries and definition of a related regional Action Plan in coordination with specialised EU agencies; Result 2- Support to rule-making and to the establishment of legal standards for safety practice (including for freight services and the transport of dangerous goods), institutional capacity building and awareness raising activities in line with requirements of European standards; support to the creation of working links with the related European agencies (EAR); Result 3- Technical assistance to the national security authorities and main security operators in the sector of land transport in order to establish Road and Rail Transport Security Guidelines and customs-related guidelines for drivers and operators carrying or handling dangerous goods; Result 4- Provision of technical expertise and on-the-job training for the development of inspection, training programmes and certification structures to ensure implementation of the safety and security legislation.
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Result 5: Implementation of a safety, security and environment awareness programme.
3. ASSUMPTIONS & RISKS

3.1 Assumptions underlying the project intervention
The principal assumption is that the main beneficiaries and other project counterparts are able to actively support the project and participate in project implementation by providing necessary manpower, equipment and facilities. The Ministries of Transport and TRACECA National Secretariats are expected to support the project in all its phases. In particular, access to necessary and relevant information and data should not be prevented. Furthermore, political continuity and stability in the countries is a key factor to the success of the project and that the beneficiary countries are fully committed pursuing their policy of regional integration and of establishing a viable, secure and safe land transport sector.
3.2 Risks
Major risks, which might affect the objectives of this project, are: Political instability in some of the beneficiary countries Lack of co-operation between the beneficiary countries on the cross-regional level No commitment to address the different legal and organisational bases of the beneficiaries authorities involved Rules and regulations are subject to variations and interpretations
The risks linked to regional cooperation are to be minimised by the use of some already functioning coordination mechanisms between TRACECA countries.
4. SCOPE OF THE WORK

4.1 General
4.1.1 Project description
In the field of road transport, the EC policy objectives for road transport are to promote efficient road freight and passengers transport services, to create fair conditions for competition, to promote and harmonise safer and more environmental friendly technical standards, to ensure a minimum fiscal and social harmonisation and to make sure that the rules in road transport are effectively applied without discrimination. The existing legislation applying to road transport services establishes common rules on access to the market and to the profession, sets minimal standards for working time, driving and rest periods (including enforcement and the use of tachograph), sets minimal annual vehicle taxes and common rules for tolls and user charges. In the field of railway security, the EC adopted in 2006 a series of measures to support the revitalisation of the railway sector by removing obstacles to the circulation of trains throughout the European rail network. The measures include a Communication on the simplification of
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certification of railway vehicles, a proposal to recast the existing Railway Interoperability Directives and to modify the Regulation establishing a European Railway Agency and the Railway Safety Directive. This project is expected to improve transport safety and security environments in the EC neighbouring and Central Asian countries in line with international and European standards in the fields of land transport. Accordingly, the project will develop six main components to provide technical assistance to the beneficiary countries in order to: Define regional Action Plans in the field of road and railway safety and security in coordination with the European Commission and its specialised EU agencies, based on a legal, institutional and organisational assessment of the existing situation of land transport safety and recommendations on key improvements to be implemented; Improve land transport safety, security and environmental rules and procedures improved in accordance with requirements of international and EU conventions, awareness on European standards is raised, links with the related European agencies are strengthened; Strengthen regulatory authorities, authorities in charge of safety/license and accident investigation, as well as main security operators and independent certification authorities; Improve legal standards for land transport safety practice (including the ones for the transport of dangerous goods) and minimal standards for working time, driving and rest periods (including enforcement and the use of tachograph), minimal annual vehicle taxes and common rules for tolls and user charges.
4.1.2. Geographical area to be covered:

The project should cover Armenia, Azerbaijan, Georgia, Kazakhstan, the Kyrgyz Republic, Moldova, Tajikistan, Ukraine, and Uzbekistan.
4.1.3 Target groups

The project's main stakeholders will be the Ministries of Transport, responsible for the sustainable development of the transport policy and the transport infrastructure in their countries. The target groups will include personnel from: Land Transport Departments (Road & Rail) in the Ministries of Transport; Road and Rail Agencies concerned with Regulation, Safety Oversight and Accident Investigation; Other Ministries involved in safety and security issues like Ministry of Environment, Ministry of Interior; Law enforcement agencies (customs authorities and police forces); Technical agencies; Pedagogical and administrative departments of training centres, academies, schools that are concerned with land transport disciplines.
4.2 Specific activities

The Consultant will perform the following tasks: Component 1: Legal, institutional and organizational assessment of the situation in land transport safety and security in the beneficiary countries and definition of a related regional Action Plan in coordination with specialized EU agencies. - Analysis of the legal framework in place regarding the road and railways sub-sector
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Assessment of roles and mandates of the Ministries in charge of the transport sector and agencies in place Assessment of organizational structures in line with international best practices and specific needs of the beneficiary countries Formulation of recommendations to improve the general safety and security standards Development of a realistic regional action plan with time-lines and indicators, to be discussed within a dedicated regional working group.
Component 2: Support to rule-making and to the establishment of legal standards for safety practice (including for freight services and the transport of dangerous goods), institutional capacity building and awareness raising activities in line with requirements of European standards. - After assessment of the situation recommend and propose a working plan on topics to be dealt with, as well as setting the priorities; - Propose a realistic road map of initiatives to implement; - Training and capacity-building on relevant legal standards and practice in line with requirement of international and European standards (including the ones for the transport of dangerous goods) and minimal standards for working time, driving and rest periods (including enforcement and the use of tachograph), minimal annual vehicle taxes and common rules for tolls and user charges; - Awareness raising activities on legal standards and practice in line with requirement of international and European standards; - Support establishment of working links with relevant European Agencies and professional institutions; ensure sustainability of the established working links; - Organize possible study tours, follow-up feedback of study tours participants and formulate lessons learnt from the study tours; Component 3: Technical assistance to the national security authorities and main security operators in the sector of land transport in order to establish Road and Rail Transport Security Guidelines and customs-related guidelines for drivers and operators carrying or handling dangerous goods. - Through panels with the beneficiary institutions and agencies discuss and agree on the development of relevant security guidelines; - Support the implementation of the guidelines; - Organize information sessions to the public and private sector; - Organize possible study tours, follow-up feedback of study tours participants and formulate lessons learnt from the study tours Component 4: Provision of technical expertise and on-the-job training for the development of inspection, training programmes and certification structures to ensure implementation of the safety and security legislation. Through assessment of training needs with the beneficiary institutions develop a training plan and implement training sessions for the development of inspection, training programmes and certification structures to ensure implementation of the safety and security legislation. In the end phase of the project, a Report shall make recommendations for possible future programmes that would build on the successes of this project or provide extra activities in areas that were either not so successful or not covered. Emphasis should be put on sustainability measures beyond the duration of this project Component 5: A safety, security and environment awareness programme. Develop a web-based awareness programme in cooperation with the TRACECA Permanent Secretariat; Propose and implement awareness raising measures in the beneficiary countries.
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During the project, communication and visibility actions should be undertaken upon agreement of the Contracting authority. A Communication Plan should be implemented, including a website and newsletters, possibly press releases, press conferences, leaflets, banners and promotional items related to the project activities. In particular, regular update on the project should be sent to the TRACECA Permanent Secretariat for their quarterly newsletter. EC templates and guidelines should be respected for any communication action. At the end of the project, a summary of the achieved project's results should be provided along with the final report, as a basis for further communication and visibility actions.
4.3 Project management

4.3.1. Responsible body
The project will be managed by the EuropeAid Co-operation office. The Team Leader will be responsible for managing the contract.
4.3.2. Management structure

A regional project office is to be established in one of the TRACECA countries. This project office will be considered as the base of operations. It should be noted that this project will probably be managed by the EC Delegation in Georgia (Tbilissi). Secondary project offices can be established in other beneficiary countries. Changes in the location of the offices could be considered during the inception phase in close coordination with the EC delegations in those countries and with prior approval of the Contracting Authority. The location of regional events should be proposed by the Consultant and should be balanced among the different TRACECA regions or take place in an EU member state. The Consultant is requested to clearly describe the intended activities, which might be adjusted within the inception phase of the project. It has also to be noted that in the course of the project implementation, frequent travelling will be required to all TRACECA countries, Brussels and other locations as appropriate and agreed with the Project Manager, based on the project needs. The cost for this travelling will be provided from the incidental expenditure budget.
4.3.3 Facilities to be provided by the Beneficiary Authorities

The project partners in the beneficiary countries will assist and facilitate the implementation of the project, by providing necessary contacts and liaison with local authorities, by free access to all information and required documentation (not concerning information considered military and/or classified), by providing the required counterpart staff and by timely decision making procedures as required during the contract implementation. The project partners in the respective countries will provide basic office facilities for the consultants when working for their respective institutions, will assist in obtaining required visas and customs clearances for the eventual contractors imported equipment and will provide any other assistance required for the good implantation of the project. The project partners shall also ensure that selected candidates for training measures can participate in training measures during the contract execution while paying the regular indemnities. Staff of the Project Partner shall not be paid from project funds. However,
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additional project related costs such as travel costs during study tours or training sessions will be taken over by the project incidental budget. The Project Partner should also provide all possible assistance to solve unforeseen problems which the Contractor may face. The possible failure to solve some of the Contractor's problems encountered locally will not free the Contractor from meeting its contractual obligations vis--vis the Contracting Authority.
5.
LOGISTICS AND TIMING
5.1 Location
The project area covers Armenia, Azerbaijan, Georgia, Kazakhstan, the Kyrgyz Republic, Moldova, Tajikistan, Ukraine, Uzbekistan, as well as Bulgaria, Romania and Turkey as associated countries. The main project office will be located in one of the beneficiary countries (it should be noted that this project will probably be managed by the EC Delegation in Georgia (Tbilissi). Secondary project offices can be possibly established in other beneficiary countries. The consultant will propose locations for the project office(s), which will be confirmed during the inception phase in close coordination with the Contracting Authority. The location of regional events should be proposed by the Consultant and should be balanced among the different TRACECA regions or take place in an EU member state. The Consultant is requested to clearly describe the intended activities, which might be adjusted within the inception phase of the project. It has also to be noted that in the course of the project implementation, frequent travelling will be required to all TRACECA countries, Brussels and other locations as appropriate and agreed with the Project Manager, based on the project needs. The cost for this travelling will be provided from the incidental expenditure budget.
5.2 Commencement date & Period of execution

The intended commencement date is November 2008 immediately following signature of the contract and the period of execution of the contract will be 36 months from this date. Please refer to Articles 4 and 5 of the Special Conditions for the actual commencement date and period of execution.
6. REQUIREMENTS
6.1 Personnel
6.1.1. Key Experts.
All experts who have a crucial role in implementing the contract are referred to as key experts. The contract staff will have relevant and extensive professional experience and will be fluent in English. For each sector of activity, each relevant key expert is expected to lead a team of nonkey experts and consequently have management capacity. The profiles of the key experts for this contract are as follows: The profiles of the key experts for this contract are as follows:
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Key Expert 1: Land transport safety expert (minimum 400 w/days) Qualifications and skills University degree or equivalent in land transport safety or related fields Proven skills in project management Fluency in English; proficiency in Russian would be considered an advantage General Professional experience Preferably 10 years experience in safety aspects of land transport (rail/road); Experience in international projects; Specific professional experience At least 5 years specific experience in training/capacity building in safety aspects of land transport (rail/road). Excellent command of English is essential and knowledge of the Russian language is highly desirable. Field experience in the NIS would be an advantage.
Key Expert 2: Land transport security expert (minimum 400 w/days) Qualifications and skills University degree or equivalent in land transport security or related fields Proven skills in project management Fluency in English; proficiency in Russian would be considered an advantage General professional experience Preferably 10 years experience in land transport security (road/rail). Experience in international projects; Specific professional experience At least 5 years specific experience in training/capacity building in the field of security aspects of land transport (road/rail). Experience with transport of dangerous goods, technical inspection and certification of vehicles Excellent command of English is essential and knowledge of the Russian language is highly desirable. Field experience in the NIS would be an advantage. Key Expert 3: International Transport Law expert (minimum 400 w/days) Qualifications and skills University degree or equivalent in international transport law or related fields Fluency in English; proficiency in Russian would be considered an advantage General professional experience Preferably 5 years international experience in international transport law/conventions Experience in international rail / road transport projects Specific professional experience At least 5 years international experience in the field of harmonization with international transport law/conventions Experience in NIS countries would be considered an advantage
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The Contractor is requested to nominate one member of the team of the key experts as the project's Team Leader. For this purpose, the selection should also be in accordance with following demonstrated criteria: Experience in managing a team composed of expatriate and local technical specialists; good understanding of local and regional socio-political aspects; supervising and co-ordinating all aspects of the projects technical work; ensuring good communication with the Project Partners; organising and overseeing administrative and logistic support; good reporting and drafting skills. Additional 100 working days should be provided for the Team Leader. The Consultant is responsible to ensure that all necessary qualifications for the described tasks are covered. The Contractor's proposal must fully describe the key experts to be assigned to the project, their precise domain of expertise applicable to the project, their individual roles in the achievement of the project objectives, the timing, duration and location of their assignments. Time spent in the beneficiary states and at home office is to be clearly shown and should not be less than 75% of the available person-days. Tenderers must supply an annex of the 'Estimated number of working days' worksheet contained in the spreadsheet for Annex V to their Organisation and Methodology (Annex III) to demonstrate the correspondence between the proposed methodology and the expert inputs.
6.1.2. Other experts

CVs for experts other than the key experts must not be provided in the tender. An indicative list of the specific fields on which these experts will work nevertheless should be attached. The Consultant will provide an indicative database in the expert selection methodology. All experts must be independent and free from conflicts of interest in the responsibilities entrusted to them. The selection procedures used by the Consultant to select these other experts shall be transparent, and shall be based on pre-defined criteria, including professional qualifications, language skills and work experience. The findings of the selection panel shall be recorded. The other experts shall be subject to prior approval of the European Commission. The Consultant shall propose the other experts as required according to specific Terms of Reference that will be prepared for each specific mission. These profiles must indicate whether they are to be regarded as long-term/short-term and senior/junior so that it is clear which fee rate in the budget breakdown will apply to each profile. Prior to each mission the Consultant will provide the Commission with specific Terms of Reference and the CVs for each position of proposed expert. For each assignment the Consultant will provide the necessary background documentation. Short-term experts will also be expected to provide a report at the end of their assignment. The selection of experts shall be subject to approval by the European Commission. Note that civil servants and other staff of the public administration of the beneficiary country cannot be recruited as experts.
6.1.3. Support staff & backstopping

It is mandatory to have a backstopping available for this contract. Backstopping costs are considered to be included in the fee rates.
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6.2 Office accommodation

Project Office: Office accommodation of a reasonable standard and of approximately 10 square metres for each expert working on the contract is to be provided by the Consultant. The costs of the Project Offices are to be covered by the provision for incidental expenditure. The cost per square meter must be in line with the prevailing local market rate for office accommodation of a reasonable standard. Office Space for Experts on mission: Office accommodation of a reasonable standard shall be made available to the experts free of charge by the respective partner institutions in accordance with the missions of the consultant.
6.3 Facilities to be provided by the Consultant

The Consultant shall ensure that experts are adequately supported and equipped to work effectively and will be responsible for all charges relating to the rental and running of the office (i.e. furniture, personal computers, phones, fax machines, electricity, heating, etc). The space available will be sufficient to provide adequate working conditions for project team. In particular it shall ensure that there is sufficient administrative, secretarial and interpreting provision to enable experts to concentrate on their primary responsibilities. It must also transfer funds as necessary to support its activities under the contract and to ensure that its employees are paid regularly and in a timely fashion. If the Consultant is a consortium, the arrangements should allow for the maximum flexibility in project implementation. Arrangements offering each consortium partner a fixed percentage of the work to be undertaken under the contract should be avoided.
6.4 Equipment
No equipment is to be purchased on behalf of the Contracting Authority / beneficiary country as part of this service contract or transferred to the Contracting Authority / beneficiary country at the end of this contract. Any equipment related to this contract which is to be acquired by the beneficiary country must be purchased by means of a separate supply tender procedure.
6.5 Incidental expenditure

The Provision for incidental expenditure covers the eligible incidental expenditure incurred under this contract. It cannot be used for costs, which should be covered by the contractor as part of its fee rates, as defined above. Its use is governed by the provisions in the General Conditions and the notes in Annex V of the contract. It covers: 1. Travel costs and subsistence allowances for missions to be undertaken as part of this contract to and from the base of operations in the beneficiary countries; 2. Regional coordination meetings; 3. Seminars, workshops and study tours; 4. Translation and publication implementation of the project; 5. Office rent (if applicable); 6. Office running costs (stationery, communication costs, energy) and excluding purchase of office equipment of documents and studies relevant to the
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The Provision for incidental expenditure for this contract is EUR 800,000. This amount must be included without modification in the Budget breakdown. The Consultant will need prior written approval from the Contracting Authority before spending the funds related to the components (2), (3), (5). No written approval from the Contracting Authority will be needed for spending funds related to the components (1), (4) and (6), however all supporting documents must be kept by the Consultant as indicated in art. 24 of the General Conditions for Service Contracts financed by the EC. Any subsistence allowances to be paid for missions undertaken as part of this contract to and from the base of operations in the beneficiary countries must not exceed the per diem rates published on the Web site http://europa.eu.int/comm/europeaid/index_en.htm at the start of each such mission.
6.6
Expenditure verification
The Provision for expenditure verification relates to the fees of the auditor who has been charged with the expenditure verification of this contract in order to proceed with the payment of pre-financing instalments if any and/or interim payments if any. The Provision for expenditure verification for this contract is 20,000. This amount must be included without modification in the Budget breakdown.
7.
REPORTS
Please refer to Article 26 of the General Conditions. Interim progress reports must be prepared every six months during the period of execution of the contract. They must be provided along with the corresponding invoice, the financial report and the expenditure verification report defined in Article 28 of the General Conditions. There must be a final report, a final invoice and the financial report accompanied by an expenditure verification report at the end of the period of execution. The draft final report must be submitted at least one month before the end of the period of execution of the contract. Note that these interim and final reports are additionally to any required in Section 4.2 Each report shall consist of a narrative section and a financial section. The financial section must contain details of the time inputs of the experts, of the incidental expenditure and of the provision for expenditure verification. A short Inception Report will be issued within 3 months of the start of the project. It shall summarise initial findings and propose any modifications to the methodology and work plan. It will also confirm or modify institutes/organisations/consulting bodies to be directly involved in the implementation. The report distribution lists will be included. In addition to the above formal reports, the Contractor shall provide such information on project progress as it is reasonable required by the Methodology and the European Commission, and shall regularly inform the Commission of political, economical or institutional developments of relevance to the project. The Contractor shall in particular provide electronic and hard copies of recommendations elaborated, training material prepared under this project, report of short-term specialists, any other document which requires prior approval as stated in the project description above. No report or document shall be distributed to third parties prior to the approval by the Project Manager of the European Commission. The contractor shall pay particular attention to the confidentiality of data. Reports, as well as press statements, etc., made by the contractor will make clear that any opinions expressed therein remain those of the Contractor and do not represent the opinion of the European Commission.
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Copyright on all reports and other material prepared under this contract shall reside with the European Commission. Contractors are advised to print all the above-mentioned reports double sided.
7.1 Submission & approval of progress reports

All reports are to be delivered in the numbers, languages and locations as follows: Bound Hard Copy EC Project Manager Brussels Beneficiary countries relevant units TRACECA National Secretaries of beneficiary countries TRACECA Permanent Secretariat in Baku TACIS Coordinating Unit (Beneficiaries States) EC Delegations in the beneficiary States Tacis Monitoring Team (Regional Office) English 2 1 1 2 1 1 1 Russian 1 1 2 1 1 1 Electronic Copy on CD English & Russian 1 1 1 1 1 1
The Project Manager is responsible for approving the progress reports. In order to implement the reports on the TRACECA web site and to allow further data processing, reports must be provided by the contractor under an electronic file .doc or .pdf. In any case, all texts must be composed with common and scan-able fonts, including for tables, maps, diagrams, drawings etc. Only photographs, logos and facsimiles of original documents will be accepted under a bitmap graphic format (inside the .doc or .pdf file) though in this case they cannot be used in the document data processing. The resolution of bitmap files must be 150 dpi or less. Each report must correspond to one single .doc document or .pdf file. Reports transmitted in multiple files and of different kind will be refused. Contractor is invited to contact the Webmaster before any file transfer. The reports and working papers on the many issues covered by this project should be issued regularly and discussed with the beneficiaries. The Contractor is to compose and provide in his Technical Proposal a schedule of separate deliverables appropriate to specific technical and commercial components of the project. Formal draft versions are not required, but the contractor should carefully discuss the proposed contents with, and provide draft extracts upon request to the EC Project Manager in Brussels, before issuing deliverables.
8.
8.1
MONITORING AND EVALUATION

Definition of indicators
The contractor shall incorporate monitoring mechanisms for periodic assessment of the progress of the project work components. Specific performance measures can be selected because they provide valid, useful, practical and comparable measures of progress towards achieving expected results. Such measures can be quantitative: measures of quantity, including statistical statements; or qualitative: judgements and perception derived from subjective analysis of progress made.
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The essential points to be monitored are: Deviations of milestones and deliverables from their planned dates Adherence to the work plan in terms of content of the activities actually carried out Deviations in effort needed to complete activity/introduction of work not initially planned Shifting of the common understanding of the objectives and priorities between contractor and recipient Appearance of unexpected difficulties likely to require special measures or shift of project resources
8.2
None.
Special requirements
54

ANNEX 2 PROJECT PLANNING TABLES
55

OVERALL PLAN OF OPERATIONS

Project title: Land Transport Safety and Security Planning period: June 2009 October 2011 Project number: EuropeAid/126786/C/SER Prepared on: 01.06.09 Country: Multi EC Consultant: Safege Page: 1
Project objectives: Specific objective 1: To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES 2009 1 Component 1: Institutional and human resource capacity building Sub-component Functional Review of LTTS Functional review Legislative Gap Analysis Country Diagnostic Reports Synthetic Report X X X X X X TOTAL 925 N/A N/A 56 N/A 2 N/A 3 X 4 X 1 X 2 X TIME FRAME 2010 3 X 4 X 1 X 2 X 2011 3 X 4 X PERSONNEL EC Consultant For Component TL (200 man days) 3 long-term junior regional coordinators (450 man days) KE2 (50 man days) KE 3 (50 man days) SSTE (175 man days INPUTS EQUIPMENT AND MATERIAL
OTHER
Counterpart N/A
From Incidentals Budget Line Interpretation & translation Regional travel Training workshops Printing/ publications
1.1 1.1.1 1.1.2 1.1.3 1.1.4

Project title: Land Transport Safety and Security Planning period: June 2009 October 2011
Project number: EuropeAid/126786/C/SER Prepared on: 01.06.09
Country: Multi EC Consultant: Safege
Page: 2
Project objectives: Specific objective 1: To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES 2009 1 Component 1: Institutional and human resource capacity building (continued) 1.1.5 Consultative workshop / formation of Advisory Group N/A 2 N/A 3 X 4 X 1 X 2 X TIME FRAME 2010 3 X 4 X 1 X 2 X 2011 3 X 4 X PERSONNEL EC Consultant INPUTS EQUIPMENT AND MATERIAL
OTHER
Counterpart
TOTAL
As above
57

Page: 3
Project objectives: Specific objective 1: To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES 2009 1 Component 1: Institutional and human resource capacity building (continued) N/A 2 N/A 3 X 4 X 1 X 2 X TIME FRAME 2010 3 X 4 X 1 X 2 X 2011 3 X 4 X PERSONNEL EC Consultant INPUTS EQUIPMENT AND MATERIAL
OTHER
Counterpart
1.2
Sub-component: Elaboration of a Regional Action Plan Elaboration of Action Plan Consultative Workshop Support to implementation of R.A.P X X X X X X X X X X
1.2.1 1.2.2 1.2.3
TOTAL
As above
58

Page: 4
OTHER
Counterpart
1.3
Sub-component: Strengthening institutional capacity
of X X X X X X X
1.3.1
Implementation of support actions defined in RAP
TOTAL
As above
59

Page: 5
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES 2009 1 Component 1: Institutional and human resource capacity building (continued) N/A 2 N/A 3 X 4 X 1 X 2 X TIME FRAME 2010 3 X 4 X 1 X 2 X 2011 3 X 4 X PERSONNEL EC Consultant INPUTS EQUIPMENT AND MATERIAL
OTHER
Counterpart
1.4
Sub-component: Strengthening of human resource capacities Generic formal training In-service training Train the trainers Drafting of Training Manual X X X X X X X X X X X X X X
1.4.1 1.4.2 1.4.3 1.4.4
TOTAL
As above
60

Page:6
OTHER
Counterpart
1.5
Sub-component: Strengthening of links with relevant EU agencies etc. Networking institutions with EU X X X X X X X X X X X X X X X X X X X X
1.5.1 1.5.2
Regional networking
TOTAL
As above
61

Page: 7
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 2 3 4 1 2 3 4 1 2 3 4 EC Counterpart Consultant X X N/A N/A Incidentals X International X X X X N/A N/A X X Component 2: X Budget Line Transport Strengthening the legal, Law Expert regulatory and standards Interpretation (350 man framework for land & translation days) transport safety and Team Leader security Regional (90 man travel days) Sub-component 1 2.1 Land Establishment of a legal, Training Transport regulatory and standards workshops Safety Expert framework (150 man X X X X 2.1.1 Support to introduction of Printing/ days) digital tachograph publications Junior regional X 2.1.2 Drafting of legislative and Study Tours coordinators regulatory drafting Work (750 man Programme based on RAP days) X X SSTE (225 X X X of Work X 2.1.3 Implementation X man days) Programme TOTAL 1565 N/A N/A 62

Page: 8
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 Component 2: Strengthening the legal, regulatory and standards framework for land transport safety and security (continued) 2.2 Sub-component 1 Strengthening Human Resource capacities Formal training programme Study Tour 1 X 2.2.3 2..2.4 Study Tour 2 Training Manual X TOTAL As above 63 X X X X X X N/A 2 N/A 3 X 4 X 1 X 2 X 3 X 4 X 1 X 2 X 3 X 4 X EC Consultant Counterpart
2.2.1 2.2.2

Page:9
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 Component 2: Strengthening the legal, regulatory and standards framework for land transport safety and security 2.3 Sub-component 3 Establishment and implementation of ADR Guidelines Support to drafting of ADR Security Guidelines Support to implementation of ADR Guidelines N/A 2 N/A 3 X 4 X 1 X 2 X 3 X 4 X 1 X 2 X 3 X 4 X EC Consultant Counterpart
2.3.1 2.3.2
X X X X X X X
TOTAL
As above
64

Page:10
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 2 3 4 1 2 3 4 1 2 3 4 EC Consultant Land Transport Safety Expert (200 man days) Team Leader (80 man days) Junior regional coordinators (250 man days) Counterpart N/A From Incidentals Budget Line Interpretation & translation Regional travel Training workshops Study Tour X X Printing/ publications/ visibility TOTAL 530 N/A N/A
Component 3: Awareness raising and dissemination measures 3.1 Sub-component 1: Assisting the responsible national authorities to prepare awareness and communications strategies Drafting awareness /communications strategy Identifying examples of best practice
N/A
N/A
3.1.1 3.1.2
65

Page: 11
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 2 3 4 1 2 3 4 1 2 3 4 EC Consultant Counterpart
3.1.3
Component 3: Awareness raising and dissemination measures (Continued) Developing a web-based awareness & communications programme Developing (and/or contributing) to a TV series on road and LTTS issues Support to implementation of awareness and communications strategies
N/A
N/A
3.1.4
3.1.4
TOTAL
As above
66

Page:12
Project objectives: Specific objective 1: To strengthen institutional & human resource capacities of national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards No MAIN ACTIVITIES TIME FRAME INPUTS EQUIPMENT OTHER 2009 2010 2011 PERSONNEL AND MATERIAL 1 2 3 4 1 2 3 4 1 2 3 4 EC Consultant Counterpart
3.2
Component 3: (Continued) Subcomponent 2: Supporting development of NGOs capable of providing high quality services linked to road and LLTS issues Pilot initiatives to establish NGOs linked to LLTS issues Study Tour Networking of public sector and civil society organisations involved in road and LTTS issues
N/A
N/A
3.2.1 3.2.2 3.2.3
X X
X X
X X X X X X
TOTAL
As above
67

OVERALL OUTPUT PERFORMANCE PLAN

Project title: Land Transport Safety and Security Planning period: June 2009 October 2011 Outputs (to be described and target dates indicated Component 1: Institutional and human resource capacity building Individual Country Diagnostic Reports based upon the Functional Review drafted end of Month 9 Gap Analysis drafted end of Month 9 Synthetic Report drafted end of Month 11 Regional Action Plan drafted finalised and discussed end of Month 15 Harmonised accident and incident database to be defined in R.A.C Staff training programme designed and delivered continuous throughout life of project 27 Trainers trained by end of 3 Quarter of 2009 Training materials codified into a Training Manual by end of Month 35 Working links with relevant European Agencies and professional organisations established continuous throughout life of project TRACECA regional network established continuous throughout life of project Training Manual N of organisations in EU and within the TRACECA region with whom in regular contact
rd
Project EuropeAid/126786/C/SER Prepared on: 01.06.09
number: Country: Multi EC Consultant: Safege
Page:1
Agreed Objective Verifiable Indicators
Constraints and Assumptions C/A At the level of Project Purpose:
9
Project Regular Reports Project Regular Reports Synthetic Report approved Regional Action Plan approved Harmonised accident and incident database operational N of trainees Post-training satisfaction questionnaires N of trainers
The Beneficiary Governments remain committed to the objectives and principles stated in the TRACECA Longterm Strategy and the TRACECA Regional Action Plan 2007 2010 and are supportive of projects pursuant to these aims The Beneficiary Governments continue to pursue a policy of regional integration and establishing a viable, secure and safe land Transport Sector The Commission Services, the Member States and the IFIs continue to provide technical and financial assistance in support of the goals of environmentally sustainable socio-economic development through enhanced transportation and communications networks There are no major political or macro-economic shocks in the region which force the EU or the Beneficiary Governments to suspend or review their Transport Policy
68

Project title: Land Transport Safety and Security Planning period: June 2009 October 2011 Outputs to be described and target dates indicated Component 2: Strengthening the legal, regulatory and standards framework for land transport safety and security Support provided to legal drafting with respect to AETR and ADR Agreements (on-going throughout lifetime of project) Beneficiary states assisted to implement Tachograph (June 2010) Support provided to those beneficiary states wishing to sign the AETR and ADR Agreements (on-going throughout lifetime of project) Staff training programme designed and delivered(on-going throughout lifetime of project) 27 Trainers trained (end of 3 Quarter 2009) Training materials codified into a training Manual (end of Month 35) Two study tours organised (one in final quarter 2009, the second in the third quarter of 2010) Road Transport Security Guidelines elaborated and implemented rd (work will commence in the 3 Quarter to 2010 and continue throughout the remainder of the project
rd
Page2
Constraints and Assumptions C/A At the level of Results:
9
N of laws, regulations and standards introduced which are harmonised with international/EU regulations and standards N of states that meet the June 2010 deadline N of states that sign the AETR and ADR Agreements N of trainees Post-training satisfaction questionnaires N of trainers Training Manual Post-study tour participants reports Guidelines adopted and implemented
The Beneficiary Governments provide the necessary financial, technical and human resources to improve land transport safety, security and environmental rules and procedures There are no changes in the policy, legal or institutional environment, which will affect the proper implementation and performance of this project The beneficiaries and stakeholders allocate the necessary human and financial resources to ensure sustainability of the project results
69

Project title: Land Transport Safety and Security Planning period: June 2009 October 2011 Outputs to be described and target dates indicated Component 3: Awareness raising and dissemination measures Awareness campaign defined and implemented (on-going throughout lifetime of project) Web-based communications strategy designed and implemented (ongoing throughout lifetime of project) Best practice identified and disseminated (on-going throughout lifetime of project) Civil Society Organisations in 3 pilot countries stimulated to carry out awareness raising and communications activities in support of road and land safety and security awareness (third Quarter 2009 onwards) One study tour organised and delivered (provisional on budget 1 Quarter 2010)
st
Page3
Constraints and Assumptions C/A At the level of Activities:
N of public awareness campaigns launched by public bodies/operators/NGOs We-based system fully operational Examples of EU best practice translated and disseminated % improvement in performance indicators for speed, drinking/drugs and driving, use of seat belts/crash helmets, technical compliance tests, tachograph readings N of civil society organisations in road and land safety and security sector increases in pilot countries Post-study tour participants reports Television series broadcast N of organisations in the TRACECA region with whom in regular contact
The Ministries of Transport, the Road and Rail Administrations and other Ministries involved in safety and security issues (Ministry of Environment, Ministry of Interior) support the project in all its phases, ensuring access to the necessary and relevant information and data The project beneficiaries appropriately skilled and counterparts to the project are able to provide experienced staff as
There is good co-operation between the Contracting Authority, the Consultant and the primary and secondary stakeholders There is a willingness at local level to take necessary project-related decisions in a timely fashion
Support provided to prepare an broadcast a television series on road and land transport safety issues (provisional on budget) subject to TV schedules Public authorities, private sector and civil society organisations networked with sister bodies in the EU dealing with awareness raising and communication of road and land transport and security issues (on-going throughout lifetime of project)
70

PLAN OF OPERATIONS FOR THE NEXT PERIOD (Work Programme)

Project title: Land Transport Safety and Security Planning period: June 2009 August 2009 Project number: EuropeAid/126786/C/SER Prepared on: 01.06.09 Country: Multi EC Consultant: Safege Page:1
Project objectives: Specific objective 1: To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments Specific objective 2: To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises Specific objective 3: To raise awareness of land transport safety and security regulations and standards TIME FRAME INPUTS 2009 (months) PERSONNEL EQUIPMENT OTHER AND MATERIAL No ACTIVITIES June July August EC Consultant Counterpart N/A N/A From Incidentals 10 man days X X X Project Management Budget Line Organisation of Kick-Off Conference Project reporting Interpretation Negotiation of addenda & translation Recruitment of STEs 350 man days Component 1: Regional (TL. KE2, KE3, X X X 1.1 Functional Review travel Regional X X X 1.2 Legislative Gap Analysis coordinators, X General Preparation of training Office SSTE) programme maintenance Component 2: and running 66 man days X X 2.1 Support to introduction of costs (KE2, Regional Tachograph Coordinators) X General Preparation of training Printing programme Component 3: 25 man days X Recruitment of expert (Expert to be X Drafting of template for awareness & appointed) communications strategy TOTAL 451 N/A N/A 71

ANNEX 3 REVISED PROJECT LOGFRAME
72

Project No: EuropeAid/126786/C/SER/Multi Project Title: Land transport safety and security Intervention Logic
Country: Project Duration: Prepared on: Objectively Verifiable Indicators
Multi 36 months th 7 September 2008 Sources of Verification Assumptions
Overall Objective
To improve the transport safety and security environments in the EC neighbouring and Central Asian countries in line with European standards in the field of land transport
% reduction in road traffic accidents and resultant injuries and fatalities per million inhabitants
EC Regular Reports IFI reports Annual Reports of the Ministries of Finance and Ministries of Transport in the Beneficiary Countries Annual Reports of Road and Rail Agencies in the Beneficiary Countries Health data from Ministries of Health and National Statistics Offices in the Beneficiary Countries
% reduction in the direct and indirect costs of injuries, fatalities and damage to the physical infrastructure resulting from transport safety and security issues
Not applicable at project level
73

To strengthen the institutional and human resource capacities of the national authorities charged with regulating the transport safety and security environments To support the elaboration and enforcement of a legal and regulatory framework for transport safety and security harmonised with international and European standards and best practises To raise awareness of land transport safety and security regulations and standards
Enhanced capacity of national authorities measured in terms of improved infrastructure design, monitoring and analysis of accident data, reduction of fatalities and injuries, definition and measurement of performance indicators for known causes of accidents/incidents N of laws, regulations and standards introduced which are harmonised with international/EU regulations and standards Greater and more transparent enforcement of laws, regulations and standards % reduction in accidents and incidents N of public awareness campaigns launched by NGOs
EC Regular Reports IFI reports Annual Reports of the Ministries of Transport in the Beneficiary Countries Annual Reports of Road and Rail Agencies in the Beneficiary Countries Project Reports Monitoring and Evaluation of this Project
The Beneficiary Governments remain committed to the objectives and principles stated in the TRACECA Long-term Strategy and the TRACECA Regional Action Plan 2007 2010 and are supportive of projects pursuant to these aims The Beneficiary Governments continue to pursue a policy of regional integration and establishing a viable, secure and safe land Transport Sector The Commission Services, the Member States and the IFIs continue to provide technical and financial assistance in support of the goals of environmentally sustainable socio-economic development through enhanced transportation and communications networks There are no major political or macroeconomic shocks in the region which force the EU or the Beneficiary Governments to suspend or review their Transport Policy
Project Purpose
74

Intervention Logic Results relating to specific objective 1 Legal, institutional and organizational situation in land transport safety and security in the beneficiary countries assessed and a related regional Action Plan in co-ordination with specialised EU agencies is defined Institutional capacity strengthened Working links with agencies created related European
Objectively Verifiable Indicators Regional Action Plan adopted and implemented Improvements to accident data collection, analysis and dissemination Improvements to monitoring of socio-economic costs of injuries and fatalities Improvements to infrastructure design/rehabilitation of dangerous infrastructure Trans-European safety and security networks established and operational N of laws, regulations and standards introduced which are harmonised with international/EU regulations and standards N of technical inspections carried out and N of vehicles removed N of operators whose certification is removed as a result of safety and security offences N of arrests and convictions for safety and security offences Performance indicators for speed, drinking/drugs and driving, use of seat belts/crash helmets, technical compliance tests, tachograph readings N of public awareness campaigns launched by NGOs Examples of EU best practice translated and disseminated
Sources of Verification
Assumptions
EC Regular Reports IFI reports Annual Reports of the Ministries of Transport in the Beneficiary Countries Annual Reports of Road and Rail Agencies in the Beneficiary Countries Annual Reports of the Ministries of Health and National Statistics Offices in the Beneficiary Countries Project Reports Monitoring and Evaluation of this Project Study Tour report Awareness and Dissemination materials The beneficiaries and stakeholders allocate the necessary human and financial resources to ensure sustainability of the project results The Beneficiary Governments provide the necessary financial, technical and human resources to improve land transport safety, security and environmental rules and procedures
Results relating to specific objective 2 The legal, regulatory and standards framework related to transport safety and security is improved Capacities of inspection, certification and enforcement structures to ensure implementation of the safety and security legislation enhanced
Results
There are no changes in the policy, legal or institutional environment, which will affect the proper implementation and performance of this project
Result relating to specific objective 3 Awareness of transport safety and security issues amongst public institutions, road and rail operating companies and the general public is raised
Please note: the Activities element of the Logframe is now included as the Overall Output Performance Plan 75

ANNEX 4 PERSONS INTERVIEWED / MET DURING INCEPTION PHASE
76

European Commission Barbara Bernardi Olli Pirkaniemi Roel Hoenders Gulnara Dusupova Alia Baidebekova Alexandru Albu Michal Nekvasil Jean-Francois Moret Jean-Louis Lavroff Hans Rhein EC Programme Manager, EuropeAid Land Transport Policy DG TREN EC Programme Manager, EuropeAid Project Manager - EC Delegation to Kazakhstan Project Manager - EC Delegation to Kazakhstan Project Manager - EC Delegation to Moldova Secondary Secretary at the EC Delegation to Georgia; Deputy Head of Operations Project Manager at the EC Delegation to Armenia Head of Section at the EC Delegation to Azerbaijan Head of Section at the EC Delegation to Ukraine
TRACECA General and National Secretariats Jenalinov Rustan Zhanatovich Akif Mustafayev Gagik Grigoryan Mamuka Vatsadze Eduard Biriucov Grigoriy Legenkiy Murat Bekmagambetov Solikh Maminov Abdurakhman Mamataliev Tetyana Dycenko Sergey Anashkin Anar Ismail Chingiz Kakenov Beneficiary structures Ubyshev Yerkenbek Livinus Konstantin Satarov Tokon Abdyrahman Mamataliev Akhmatov Adylbek Saltanat Rakhimbekova Head of Kyrgyzintrans Int. Transport Department under the Ministry of Transport and Communications Kyrgyzstan Deputy Head of Int. Transport Department Ministry of Transport and Communications Kyrgyzstan Head of Road Inspection, Transport Inspectorate under the Ministry of Transport and Communications Kyrgyzstan Deputy Minister Ministry of Transport and Communications Kyrgyzstan and National Secretary TRACECA for Kyrgyzstan Head of Road and Water Transport Department Ministry of Transport and Communications Kyrgyzstan Director Department of Strategic Planning &
77
Secretary General IGC-TRACECA Baku/Azerbaijan National Secretary of TRACECA for Azerbaijan National Secretary of TRACECA for Armenia National Secretary of TRACECA for Georgia National Secretary of TRACECA for Moldova National Secretary of TRACECA for Ukraine National Secretary TRACECA for Kazakhstan National Secretary TRACECA for Tajikistan National Secretary TRACECA for Kyrgyzstan
in
Expert of National Secretariat TRACECA for Ukraine Legal and Institutional Expert of TRACECA Permanent Secretariat Air Traffic Expert of TRACECA Permanent Secretariat Land Transport Export of TRACECA Permanent Secretariat

Yelena Nalobina Olga Fomenko Bulat Aldabergenov Yriy Herjod Vitalie Mitrigan Iurie Bostan Paata Tsagareishvili Genrikh Muradian Elizbar Darchiashvili Zaza Avaliani Khachatur Manuykan Mirkhamid Dalilov Abdulla Khashimov Firuz Khamroyev B. Zieyev M. Mavlonnazarova Z. Zevarshoev F. Makhmudov Stakeholders Michael Nielsen Alexander Chkheidze Gia Tsipuria Teodor Kaplan Alexander Denissenko Almazbek Israeliev Makhmadali Shokirov Boymurod Eshonov
International Cooperation, Ministry of Transport and Communications Kazakhstan Deputy Head of External Economic Relations & Investments Attraction Department Main Expert of Transit Policy Department, Ministry of Transport and Communications Kazakhstan Main expert of Department of Transport &Communication Development, Ministry of Transport and Communications Kazakhstan Ministry of Transport And Communication Director of Transport Safety and Security, Ukraine Moldovan Transport Agency Head of International Relations Dept. Moldovan Transport Agency - Head Of Land Transport Dept. Ministry of Economic Development of Georgia Deputy Head Of Transport Dept. Deputy Head of United Transport Admin. Of Georgia Deputy Head Road Transport Dept. UTA Georgia Head Of Security & Technical Regulation UTA Georgia Ministry Of Transport and Communication of Armenia Chief Specialist of Foreign Relations Dept Uzbek Agency for automobile and river transport Director of Depart: Ministry of Foreign Economic Relations, Investments and Trade, Uzbekistan Deputy Minister, Ministry of Transport of Tajikistan Main Specialist of Transport Safety Department, Ministry of Transport of Tajikistan Head of Road Sector, Ministry of Transport of Tajikistan Main Specialist of Land Transport, Ministry of Transport of Tajikistan Main Specialist of International Department, Ministry of Transport of Tajikistan General Delegate IRU Permanent Delegation to the EU President Georgian International Road Carriers Association GIRCA Secretary General Georgian International Road Carriers Association Secretary General KAZATO Union of International Road Carriers of the Republic of Kazakhstan Deputy Secretary General KAZATO Union of International Road Carriers of the Republic of Kazakhstan Head of TIR Department Union of International Road Carriers of the Republic of Kyrgyzstan President of ABBAT Association of International Automobile Carriers of the Republic of Tajikistan Vice-President of ABBAT Association of International Automobile Carriers of the Republic of Tajikistan
78

Transport institutes Elena Pissanaya Roman Andrutsky Valeriy Siyatov Gulnara Bekmegambetova Vera Paliy EC-funded projects Tom Kennedy Jean Pierre Michiels Daniel Mertens Ruggero Malossi John Standingford Rene Meeuws Bernd Brunnengraeber Other stakeholders Tetyana Dyanchenko Lucretia Ciurea Tamar Tskhomaria Trade and Transport Facilitation Diagnostics Consultant at the WB mission in Kiev Deputy Head of National Coordination Unit of Moldova Television producer, Georgia Senior Research Officer of Complex Transport Problems Department Transport Institute NIIT K Economist, Transport Institute NIIT K Road Safety expert NIITK Legal expert and economist NIITK Legal expert NIITK Team Leader Logistic Centres Project Business expert Logistic Centres Project Senior expert ATP Project Team Leader ATP project Expert of International Logistics Centres Project for Western NIS and the Caucasus for Ukraine Team Leader TRACECA Training project Project Director Central Asian Coordination of National Transport Policies project
79

ANNEX 5
OPINION OF THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE ON THE EUROPEAN ROAD SAFETY POLICY AND PROFESSIONAL DRIVERS SAFE AND SECURED PARKING PLACES
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ANNEX 6
CONTACT DETAILS OF PROJECT OFFICES
Office
Regional Coordinator Mrs. Ketevan GVALIA
Address Traceca LTS&S Project 8, Mickevich str. 0194-Tbilisi, Georgia
Telephone/Fax
E-mail
Main Project Office Caucuses Regional Office Western NIS Regional Office
Tel: +995 32 385610 Mob: +995 99 335759
keti.gvalia@traceca-ltss.eu or keta_20@yahoo.com
Mrs. Angela HUZUN
Traceca LTS&S Project 7, Bernardazzi str. MD-2001, Chisinau Republic of Moldova
Tel: +373 22 26 10 16 Fax: +373 22 26 10 14 Mob: +373 79 70 52 71
angela.huzun@traceca-ltss.eu or angela@cdr.org.md alexandra.subbotina@tracecaltss.eu or 1donna_summer@mail.ru
Central Asia Regional Office
Mrs. Alexandra SUBBOTINA
Traceca LTS&S Project 20a, Kazybek Bi Str., office 409 050010 Almaty, Kazakhstan
Tel: +7 727 291-89-70
Mobile: +7 777 223 0898
84
Published June 2009 This publication has been produced with the assistance of the European Union. The contents of this publication are the sole responsibility of the Consortium led by SAFEGE and can in no way be taken to reflect the views of the European Union.

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Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi This Project is funded by the European Union

Inception Report June 2009

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

4. Project planning for next reporting period

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Project Title: Project Number: Country:

Overall project objectives:

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Project starting date: Project duration: Inputs: Expert category

Days input 400 500 400 1500 550 3350

Project implemented by:

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Road infrastructure safety management

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

AETR Agreement (UN/ECE)

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Major conclusions from the missions and meetings

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Main problems and deficiencies identified

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Target groups/principal beneficiaries of the present Project

Relationship with other projects

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Objectives and Results of the project

of the safety and security legislation enhanced

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

3.3 Planned Activities

Component 1: Institutional and human resource capacity building

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Sub-component 5: Strengthening professional institutions

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security - EuropeAid/126786/C/SER/Multi

Land Transport Safety and Security EuropeAid/126786/C/SER/Multi

International Conventions AETR ADR EU transport safety and security legislation

COUNTRY Primary legislation

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Component 3: Awareness raising and dissemination measures

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Constraints, risks and uncertainties

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Slow approval of Inception, Progress Reports, Addenda or Administrative Orders

Slow approval of outputs by beneficiary

Insufficient support and co-operation by the Governments & beneficiary institutions

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

3.5.3.3 Each Progress Report will contain:

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi

Land Transport Safety and SecurityEuropeAid/126786/C/SER/Multi