DCO_TVS_CIV_Engineering_Services_(Synopsis_Attachment_a._Terms_of_Reference).docx

609g/CDF Financed Engineering/Resettlement/ESIA Studies for the Abidjan Transport Project Activity 1: Transportation Infrastructure

1. INTRODUCTION

1.1 Background

The Millennium Challenge Corporation (MCC) is a United States government-owned corporation created under Title VI of the Foreign Operations, Export Financing, and Related Programs Appropriations Act, 2004 and is responsible for the stewardship of the Millennium Challenge Account (MCA). MCC works with developing countries to promote sustainable economic growth to reduce poverty. Eligible countries develop specific investment programs in furtherance of the goal of economic development to be funded by MCC over a five-year period and implemented by the country partner.

The Compact[footnoteRef:1] with the Government of Cote D’Ivoire (GoCI), signed on 07 November 2017 will be implemented by the Millennium Challenge Account Cote d’Ivoire (MCA-CI). The Compact contains two projects: [1: https://assets.mcc.gov/content/uploads/compact-cote-divoire.pdf

· The Skills for Employability and Productivity Project, and,

· The Abidjan Transport Project.

This terms of reference refers to the Abidjan Transport Project (ATP) only. The objective of the ATP is to reduce vehicle operating costs and travel times along targeted road segments, while improving overall pedestrian and vehicle mobility and safety.

The ATP is composed of the following activities:

1. Rehabilitation (pavement milling and resurfacing) and geometric redesign to alleviate congestion and improve road safety on 120 lane-kilometers of primary arterials in Abidjan using innovative road rehabilitation technologies like pavement recycling, high modulus asphalts and rolled compacted concrete including new traffic lights and synchronization;

2. Rehabilitation of one (1) bridge and the engineering designs for another bridge in the Port Zone;

3. Traffic engineering and transportation planning to estimate traffic flows, increase fluidity, reduce congestion and manage construction traffic on all major arterials in Abidjan;

4. Technical assistance, training and reinforcement of institutional capabilities such as in the development of infrastructure management tools and their integration within GoCI agencies; and,

5. Develop and implement a prioritized road maintenance program in Abidjan using remaining contingency funds with 1:1 matching from the GoCI before the end of the Compact.

Please refer to Annex I of the Compact for more detailed information about the ATP.

This RFP covers activities 1 through 4 of the Abidjan Transport Project (above). The A&E will provide technical assistance and training for AGEROUTE and OSER for eventual implementation of activity 5 by AGEROUTE and OSER (without the A&E).

In order to progress to final project design and tender documents, MCC has approved a grant of funds under the authority of Section 609(g) of the Millennium Challenge Act of 2003 for the benefit of GoCI to recruit an Architectural and Engineering Consultant (A&E). These funds are being supplemented by Compact Implementation Funds (CIF), which are collectively referred to as Compact Development Funds (CDF).

Upon entry into force (EIF), which is expected in early to mid-2019, the GoCI will have five (5) years to implement the Compact before the Compact Grant funds are returned to the United States.

1.2 Project Description

1.2.1 Background: ATP Primary Arterials and Bridges

Boulevard VGE: The proposed 8.7km, 6 + 2 lanes (3 + 1 lanes in each direction) boulevard is highly trafficked by both vehicles (AADT about 85,000 vpd) and pedestrians between and at the major intersections. It is a congested central artery through the commercial center of Abidjan with a total of 14 intersections, of which MCC is considering 10 for investment.

Boulevard du Port/Vridi/Petit Bassam: The proposed 7.5km, 4 lanes (2 lanes in each direction) and shoulders investment connects the FHB Bridge to the Vridi Industrial Zone and the World Bank completed road in the Port area. In addition to the above, this investment also includes the rehabilitation of the existing 100 meter bridge along the Boulevard. This road is the primary road in and out of the port and includes several cement production and distribution facilities, which result in heavy truck overloading and straddle carriers. The Boulevard has an AADT ranging from 20,000 vpd (along the Blvd du Port/Vridi) to 40,000 vpd (along Petit Bassam) and an International Roughness Index (IRI) ranging from 4.8m/km to 6.8m/km. Truck parking along the Boulevard greatly increases congestion in and around the port, essentially leaving 2 lanes for traffic. Coupled with the poor road condition and large truck volumes, travel times are very poor.

Pont des Pêcheurs and access roads to Blvd de Marseille: The proposed new 100-meter bridge with a 4 ha (145 m * 275m) landfill alongside the recently completed 40 ha fill project with a 2,200m connecting northern access road to the Boulevard de Marseille will provide additional access to and from the Port/Vridi Industrial Zone, while providing an additional 4 ha of land. The 4ha will reduce the investment cost of the bridge and offer a parking facility. The World Bank is planning on completing an access road from the southern end of the new bridge connecting to the Blvd du Petit Bassam, but a southern access ramp will be required.

Boulevard de la Paix: The proposed 6.3km, six-lane (2 in each direction with 2 lanes reserved for limited traffic) investment connects the Yopougon Expressway to the FHB Bridge. AADT is estimated at over 50,000 with a current average IRI of 4.3m/km showing visible cracking, raveling and potholing.

Yopougon Expressway: The proposed 7.5km, six-lane (3 each direction at 3.5meters each) investment with an AADT estimated at 70,000 with a current average IRI of 3.3 m/km showing visible rutting, cracking, raveling and potholes.

1.2.2 Project Zone of Influence

The immediate Zone of Influence for the ATP roughly extends from the most northwesterly end of the Yopougon Expressway to the most southeasterly end of the Boulevard du Petit Bassam and the VGE. See the overview provided in Figure 1 below.

Figure 1: Overview map of proposed projects

1.2.3 Due Diligence Findings

1.2.3.1 Blvd VGE

The GoCI has requested funding from MCC to increase the capacity of three intersections on the Valéry-Giscard-D’Estaing Boulevard (VGE), namely Grand Marcory, Grand Koumassi, and up to, the Akwaba roundabout (but not including the Akwaba roundabout, which will be done by other donors). However, to accrue benefits, these interconnected intersections should be examined in an interconnected manner. While improvements to road safety by better managing turning movements and improving safety of pedestrians are key considerations, piecemeal implementation on three intersections only is unlikely to yield important benefits and these intersections should be analyzed using a corridor approach from Carrefour Aboussouan to the Akwaba roundabout.

The area is currently congested and is most likely due to the following: 1) Poor management of trucks during rush hours; 2) Presence of vendors on the side of the boulevard; 3) Presence of bus stops on the right lanes of each direction; 4) Minor construction works on the right lanes of each direction; 5) Poorly synchronized traffic lights at intersections; 6) Accumulation of right turning vehicles at intersections; 7) Queues on the left lanes of each direction caused by left-turning vehicles; 8) Parked vehicles in the right lane of each direction; 9) Maneuvering vehicles between lanes; 10) Crossing pedestrians between intersections; and 11) Slow evacuation of disabled vehicles anywhere in the lanes.

The geometric alignment is sufficient for a reorganization of all the intersections, mainly to add reserved turning lanes, raised or protected pedestrian crossing areas, and one flyover at Koumassi Intersection without additional land. The modifications including landscaping and barriers, bridge design and lighting must respond to gender and age-differentiated needs and should be aesthetically appealing.

This project is an ideal candidate for either periodic maintenance (5 cm milling with 10 cm high performance asphalt overlay) or concrete rehabilitation, which also includes drainage correction/improvement, road safety improvements and community social inclusion risk mitigation measures. The MCC investment on the VGE will include assistance with the Direction Générale des Infrastructures Routières (DGIR, the road agency (AGEROUTE), the Office de la Sécurité Routière (OSER) and the Observatoire de la Fluidité des Transports (OFT) to integrate the signalization at each intersection into a central control room, which is being funded by the African Development Bank (AfDB) for the VGE Boulevard. The signalization work is anticipated to help reduce congestion during peak hours through improved timing.

MCC Due Diligence (DD) has determined the following:

1. At-grade solutions on nine intersections and one flyover on one intersection (Koumassi) would result in a substantial improvements and savings (see: WSP VGE integrated model; one additional intersection was added to make eleven, however the A&E shall economically justify need of intervention);

2. Recourse to real-time smart and adaptive signalization (video or radar sensing) and dynamically synchronized traffic lights to channel traffic on VGE (global not local optimization) in conjunction with PTUA’s project (AfDB and AGEROUTE);

3. Addition of separate left and right turning lanes as needed;

4. Eventually, implementation and enforcement of left-lane prohibition during rush hours;

5. Addition of bus bays for bus stops not-at intersections with priority to insert in the flow;

6. Prevention of salesmen and parked vehicles during rush hours and rapid towing of disabled vehicles;

7. Integration of iRAP design recommendations to provide a minimum 3 star rating or higher for all transport modalities is needed (as economically justified);

8. Integration of gender-sensitive social inclusion risk mitigation measures from the stakeholder engagement process which may improve social acceptance and integration of the project(s) into surrounding communities; and

9. Integration of transport modality and harmonization measures may reduce overall transport times between modalities and increase safety and access.

1.2.3.2 Blvd du Port/Vridi/Petit Bassam and Pont des Pêcheurs (2nd Bridge) and Northern Access Roads

The GoCI has requested funding from MCC to improve the primary arterial traffic flow and pavement condition of this road segment. The port zone receives a high degree of heavy, overloaded vehicles that may be suitable to a rigid pavement (exposed or asphalt-covered high-performance Rolled Compacted Concrete) as compared to a high-modulus asphalt flexible pavement. Improvements to road safety by better managing turning movements, improving safety of pedestrians and improved signalization and traffic flow are key considerations, with truck parking a major concern on the capacity of the road segment.

The area is currently congested mostly due to: 1) Poor truck parking practices due to a lack of sufficient parking space in the port, Treichville and Vridi industrial zones; 2) poor condition of the existing road surface; 3) Poor set up of traffic light phasing at intersections, 4) insufficient space for pedestrians and other non-motorized modalities, and 5) lack of an alternative access and egress from the two zones.

The following aspects shall be integrated into the final design: 1) iRAP safety design recommendations to provide a minimum 3 star rating (as economically justifiable and possible) or higher for all transport modalities, 2) gender-sensitive social inclusion risk mitigation measures from the stakeholder engagement process, 3) a short term truck parking design solution, and 4) consideration including incentivization/encouragement for transport modality harmonization and multi-modal integration measures.

1.2.3.3 Blvd de la Paix and Yopougon Express

The GoCI has requested funding from MCC to improve the primary arterial traffic flow and pavement condition. These two road segments receive large traffic flows during the week with the Blvd de la Paix serving primarily as a commuter type road and the Yopougon express as a commuter/gateway to the countries hinterland. Improvements to road safety through better management of turning movements, improving safety of pedestrians and improved signalization and traffic flow are key considerations, with vehicle parking a major concern on the capacity of the road segment. There are a lot of cars parking along these roads to buy merchandise in the adjacent businesses and these businesses depend on these clients to maintain their revenues.

The Blvd de la Paix appears to be a good candidate for either periodic maintenance (5 cm milling with 10 cm high performance asphalt overlay) or concrete rehabilitation, which also includes drainage correction/improvement, road safety improvements and community social inclusion risk mitigation measures.

The Yopougon Express appears to be an excellent candidate for periodic maintenance (5 cm milling with 10 cm high performance bitumen overlay), which also includes drainage correction/improvement, road safety improvements such as the provision for pedestrian crossings, rehabilitation of aerial structures, and any community social inclusion and risk mitigation measures.

The area is currently in fair to poor condition and in need of a sustainable pavement design solution. The MCC DD consultant has developed a rigid and flexible pavement model, which shall be considered with additional drainage, road safety and other improvements as needed, determined and justified by the A&E.

The following aspects will be integrated into the final design: 1) iRAP safety design recommendations to provide a minimum 3 star rating (as possible) or higher for all transport modalities, 2) social inclusion risk mitigation measures from the gender-sensitive stakeholder engagement process, and 3) Integration including incentivization/encouragement of transport modality harmonization and optimization measures to maximize transport flow.

1.2.4 Project Sponsor

MCC will be the sponsor of the following scope of work with the contract signed directly with MCC using the Federal Acquisition Regulations (FAR) Part 36 (Brooks Act). All official communication to the Architecture and Engineering Consultant (A&E) will be through MCC. All invoicing will occur directly with MCC.

MCC is responsible for procuring and managing this contract to be paid for with a portion of the grant funds. However, a future entity, MCA-CI, will conduct its own procurement for follow on work (construction supervision, construction, and RAP implementation).

At the time that the MCA-CI entity proceeds with a competitive procurement for follow-on work, information obtained from this scope of work shall be made publicly available to all interested parties. Assuming such information is made available to all parties, the A&E would not be barred from participating in a procurement or potentially winning a follow-on contract to implement work resulting from studies undertaken under this agreement.

1.2.5 MCA-CI and Consultants

MCA-CI is the Government’s Accountable Entity responsible for the implementation of the Compact. MCA-CI will procure all goods and services under the Compact, facilitate Project implementation, and will enter into contracts and administer all such contracts with the service providers. As previously noted, the GoCI has requested that MCC procure and manage the services under these terms of reference. MCA-CI is also responsible for managing political processes, reporting quarterly and annual performance data, implementing the Monitoring and Evaluation (“M&E”) Plan, and public relations.

The MCA-CI ATP will be headed by an Executive Director with three (3) Project Directors managing individual teams. The Engineering Director shall have four (4) Engineering Specialists, one (1) for each road project. The Institutional Director shall have two (2) Engineering Specialists focused on the Abidjan Road and Safety Prioritization Sub-Activity and the Graduate Infrastructure Sub-Activity. The Environmental Director shall manage and oversee the ESOC across the ATP.

In addition, the ATP shall have a Project Controls function composed of one (1) Quality Assurance Manager, one (1) Quality Assurance Specialist, one (1) GIS Specialist, one (1) Documentation Specialist and one (1) Cost Controls Specialist.

The MCA-CI ATP team is currently planned to be on board by Spring 2019.

1.2.5.1 Environmental and Social Oversight Consultant (ESOC)

A separate consulting firm will be recruited by MCA-Cote d’Ivoire to provide oversight for all environmental, social and resettlement activities under the Compact, including work produced under these terms of reference. The ESOC essentially serves as MCA-CI staff and provides the resources and capacity to ensure compliance, principally with the IFC PS. The ESOC is an integral part of the training and institutional capability building component of the Compact and along with the A&E, will help to ensure the integration of engineering, economic and environmental aspects of the ATP. Among other issues, the A&E shall coordinate extensively with the ESOC to maintain an integrated GIS database and system for eventual takeover by the ESOC at the end of the A&E assignment. The ESOC is expected to be on board around March 2019.

As part of the ESOC mandate, the ESOC shall also perform the following tasks related to technical assistance and training, which are meant to provide a baseline for the A&E led trainings:

1. Develop and maintain a database of all ATP-related training provided by the ESOC, the A&Es, and other partners;

2. Develop and provide a generalized technical assistance training for the MCA-CI and the CTCTR. The objective of the training is to develop a foundation of sufficient technical knowledge and understanding for the MCA-CI and CTCTR members to provide informed technical review of the A&E work. The training shall focus on the fundamental elements of each subject matter including case studies and applications that may be relevant for the identified stakeholders;

3. The ESOC shall develop a training course for the CTCTR and MCA-CI, including the INP-HB and ENSEA. The training course shall take into account the relevant stakeholder training needs and background to determine the most appropriate training methods and approaches to deliver the curriculum and training schedule, which will need to be approved in writing by MCA-CI before delivery;

4. All courses provided by the ESOC shall be video recorded for future use by MCA-CI and the CTCTR;

5. The order of the trainings shall be determined in coordination with MCA-CI, the CTCTR;

6. Focus training courses shall consist of relevant case studies and field based applications and cover the following:

Generalized Training (Fundamentals, Applications and Case Studies) for MCA-CI and CTCTR in Abidjan

(minimum) Training time

The ESOC shall also develop a set of Guidelines for Training and Capacity Building in the Transport Sector, for designing training and capacity building in the transport sector at all levels of technical, vocational and educational levels. The Guidelines shall outline the major needs and challenges of each stakeholder group and identify the appropriate challenges of each stakeholder group and identify the appropriate approaches for the design of relevant capacity building and training efforts for the ATP. The ESOC shall provide detailed design recommendations for all levels (THIMO, Chantier Ecole,….up to the Graduate Infrastructure Program) including, but not limited to, course content considerations, appropriate engagement and learning approaches, contract mechanisms and requirements, IFC PS compliance considerations, implementation budget and timeline over the entire compact period, and required Health and Safety requirements that will be used for future design work.

1.2.5.2 Senior Consultants

MCA-CI is in the process of recruiting for several senior level consultants to provide senior level technical expertise to the MCA-CI ATP team in order to properly implement the Project.

1. Traffic Circulation and Road Safety Engineer: A senior level expert to assist the ATP Executive Director with the development and maintenance of a traffic simulation model for deviation management, including road safety considerations, before and during the construction phase.

2. Construction Engineer: A senior level expert to assist the ATP Executive Director with the review of engineering designs and the day to day construction management of the major works under the program.

3. Pavement Design Engineer: A senior level expert to assist the ATP Executive Director with pavement design, oversight and quality assurance/control.

4. Graduate Education Program Senior Education Advisor: A senior level expert to assist the ATP Executive Director with the overall functionality and relationship of the Partner University and the INP-HB/ENSEA.

1.2.5.3 IEA Contract Manager

MCA-CI is recruiting an Implementing Entity Contract Manager to manage the various implementing entity agreements and budgets. The Implementing Entity Agreements (IEAs) are the form of contract between the MCA-CI and GoCI agencies to perform and provide various services. The majority of the CTCTR agencies are expected to have an IEA in place. The IEA Manager is expected on board by the end of 2018.

1.2.5.4 Construction Documentation Management Platform

MCA-CI is procuring services for an off the shelf construction document management platform, which is expected to be in place by Spring 2019. This is expected to be the primary mechanism for document management for MCA-CI and its Consultants/Contractors.

1.2.6 Stakeholder Engagement

The A&E shall ensure that all stakeholder engagement activities are conducted in compliance with the IFC Performance Standards and with the overall Stakeholder Engagement Plan to be developed by the ESOC.

The A&E shall collaborate with the ESOC to develop a Stakeholder Engagement Plan suitable to complete the A&E services. The ESOC, in conjunction with the A&E, shall develop and maintain a list and Compact database of all relevant stakeholders and activities for the Abidjan Transport Project. The A&E shall ensure that all stakeholder information is provided to the ESOC in a timely manner for inclusion in the Compact stakeholder database.

1.2.7 Traffic Coordination Technical Committee (CTCTR)

As part of the Compact, a project steering committee named the “Traffic Coordination Technical Committee” (CTCTR in French), was established by the GoCI on 03 August 2018 to cover three separate mandates of the Abidjan Transport Project, which are described in more detail below. The A&E shall work directly with the CTCTR throughout the requirement for each of the three (3) mandates.

1.2.7.1 Mandate I: Manage and Coordinate Traffic in the ATP Zone of Influence

This mandate is established to manage and coordinate traffic in the ATP Zone of Influence, which includes all donor projects and governmental projects related to public works including utilities during Compact Period. The A&E’s traffic demand and simulation model with associated training shall contribute to the overall functioning of this mandate.

1.2.7.2 Mandate II: Coordination and Validation of the A&E Studies

This mandate is to provide technical review and validation of all the A&E Engineering Studies, ESIAs and RAPs including Site Specific Traffic Management Plans. This includes coordinating with other donors and government agencies on the timing of construction works in the ATP Zone of Influence.

1.2.7.3 Mandate III: Manage and Coordinate Truck Parking Initiatives

This mandate is to develop and update a coherent, government wide truck parking strategy (both hard and soft solutions) to improve traffic flow including all donor work and governmental initiatives. The A&E shall work directly with the CTCTR to complete a Port Congestion Study and develop an approach to the truck parking problem.

1.2.7.4 CTCTR Deliverables for the A&E

The GoCI has agreed under the Compact to provide several key elements for the A&E, including all the “as-builts” or drawings for the location of all utilities and infrastructure on a timely basis (Annex I-16), provide available the necessary land with clear or proper title in or near the port for truck parking facilities (Annex I-16), and provide sufficient land near each of the four (4) road projects for use by the MCA-CI contractors and engineers during construction.

Select agencies and their respective Ministries shall provide relevant information for the A&E. These deliverable are shown in the table below.

1.2.8 Social Inclusion Risk Mitigation Measures

As part of the design process, the A&E shall consult project stakeholders, through an inclusive and gender-sensitive participatory process, (1) to identify any potential social risks (e.g. sabotage of equipment, protests, lack of community collaboration) due to real or perceived community exclusion from project benefits, (2) quantify and evaluate potential impact of social risks on successful program development and implementation, and (3) identify appropriate risk mitigation measures including potential community infrastructure investments.

The risk mitigation measures shall contribute to better integrating the ATP investments into the surrounding communities. Taking into account criteria set by MCA/MCC as well as the transport related priorities defined in commune development plans as well as the social and economic priorities expressed by the community leaders and the various citizen groups (youth, women, vulnerable people, etc.), the A&E shall propose mitigation measures that will be developed and submitted to stakeholders through a second consultation round before final integration into the ATP project design and tender documents. These transport related measures shall contribute to mitigate potential social risks associated with the project and become part of the ATP final designs and tender documents when approved.

1.2.9 References for Use by the A&E Consultant

The A&E shall take into consideration, among others, the requirements stipulated in the following documents, when conducting work under these terms of reference:

1. IFC Social and Environmental Performance Standards (PS), see (www.ifc.org.);

2. MCC Environmental Guidelines;

3. MCC Gender Policy and Gender Integration Guidelines;

4. MCC Guidelines for Economic and Beneficiary Analysis;

5. MCC Policy for Monitoring and Evaluation of Compacts and Threshold Programs;

6. MCC Program Procurement Guidelines;

7. MCC Road Safety Policy;

8. MCC Standard Bidding Documents (for Large Works and for Small Works);

9. Road Safety Toolkit by the International Road Assessment Program (iRAP), the Global Transport Knowledge Partnership (gTKP) and the World Bank Global Road Safety Facility at www.iRAP.net;

10. UEMOA Design Standards (www.uemoa.int);

11. World Bank Policy on Involuntary Resettlement (OP 4.12);

12. World Bank Technical Paper No. 376, Roads and the Environment;

13. MCC’s Data Documentation and Anonymization Guidelines[footnoteRef:2]; and, [2: All deliverables will be shared with the independent evaluator (IE) to be hired by MCC (evaluator will sign a Non-Disclosure Agreement). If there are any deliverables that the A&E does not want shared with the IE, the A&E shall identify those with an explanation provided as to why they should not be shared.]

14. MCC Counter Trafficking in Persons Policy.

These documents can be found at www.mcc.gov unless otherwise noted.

Data Management Guidelines to be used by the A&E are provided in Annex II.

Note that UEMOA has guidelines for geometric design standards, however the A&E needs to provide designs that optimize total lifecycle costs of the investments and minimize resettlement issues.

2. CONSULTANCY OBJECTIVES AND APPROACH

2.1 Objectives of the Consultancy

The A&E services are comprised of one eight (8) month Base Period (Phase I), with a ten (10) month Option Period 1 (Phase II), both under a full fixed price basis. Phases I and II will be followed by an additional twelve (12) month Optional Period 2 for technical design support during resettlement and construction works procurement under a time and materials basis.

The A&E shall begin the Inception Period immediately upon signature of the contract, the latter will serve as the Notice to Proceed (NTP). MCC expects to award Option Period 1 within four (4) months of the commencement of the Base Period, depending on the availability of funding and performance of the A&E.

The A&E shall be fully responsible for ensuring complete integration of: (a) MCC comments made on the inception report in all subsequent deliverables and (b) findings from Phase I into Phase II deliverables.

2.2 Base Period (Phase I)

The principal activities of the Base Period are:

1. A&E mobilization;

2. Development of a multimodal traffic demand and simulation model based on the demand spectrum[footnoteRef:3] for the Project Zone of Influence and identify future transport demand on the road network for various development scenarios (minimally three scenarios); [3: The lane reconfiguration must serve the demand spectrum. Lack of sidewalks and bike lanes force parents to drive children to school rather than walk or bicycle. Bus schedule reliability force users to use their cars,...]

3. Conduct a Port Congestion Study and determine an optimal short term (during construction) solution(s) to the truck parking problem in order to liberate the construction footprint; assess potential for private sector investment in long-term truck parking solutions with a preliminary cost estimate; and develop recommendations, including preliminary cost benefit analysis for additional transport infrastructure that will improve fluidity in the port zone and reduce congestion;

4. Develop a training course and curriculum for the CTCTR members on ten (10) identified subject areas in order to transfer needed skillsets to review A&E deliverables and to deliver the identified road projects during the Compact period; note that some training will also need to be delivered during Phase I (Base Period) (see also Annex 1); and,

5. Provide a needs assessment and social inclusion analysis to determine the conceptual designs based on the multimodal transportation and mobility studies, stakeholder engagement activities and other identified requirements.

2.3 Option Period 1 (Phase II):

The principal activities of the Option Period are:

1. To perform deterioration-cause focused geotechnical investigations (as needed) and surveys for the four (4) road projects;

2. To prepare preliminary designs for the four (4) road projects;

3. To conduct ESIA and RAPs/Restoration of Livelihoods Plans for the four (4) road projects;

4. To prepare final designs and construction tender documents with integrated ESIA requirements / technical specifications and resettlement phasing with traffic management plans for the four (4) road projects; and,

5. To continue providing technical training to the CTCTR.

For each package, the A&E shall perform the following tasks while maximizing technology transfer and training both in teaching and on the job practice as part of this phase. In order to construct any infrastructure needed to accommodate truck parking, the selected short term truck parking solution(s) will need to be loaded into one (or more) of the tender packages where it is logical to do this – i.e., because of geographical proximity to the road project site.

2.4 Option Period 2: Technical Design and Procurement Support

The A&E shall provide technical design support for resettlement and construction contracts and technical assistance focused support up to twelve (12) months after the full approval of each final design package from Option Period 1 on a time and materials basis. This support is meant to be minor in nature as the A&E shall provide full final design documents as part of Option Period 1.

2.5 Resettlement Implementation and Construction Supervision

This scope of services is limited to engineering design, the preparation of ESIAs and RAPs/RLPs for the road segments listed under the scope of services. Resettlement implementation, which may be considered a natural continuation of the resettlement work performed under these scope of services, and Construction Supervision, are not part of these scope of services; however, the A&E and/or its sub-contractors remain eligible to compete for these services, which will be procured directly by MCA-CI.

3. SCOPE OF SERVICES

The main approach to be used in the development of project activities shall be to make maximum use of the existing roadway and drainage infrastructures. Recommendations should always be based on optimized designs and economic analysis using investment costs estimated for each road section and the quantifiable benefits resulting primarily from changes in travel time and vehicle operating costs made possible by the improvements. The IFC Performance Standards and the MCC Environmental Guidelines shall be fully integrated into the design process at all stages and levels.

3.1 Base Period: Phase I

3.1.1 Inception and Mobilization Period

The objective of the inception period is to mobilize, structure, plan and establish the method of execution of the activities and tasks under this requirement in a coordinated and efficient way in order to implement in a timely manner the scope of services upon approval of the Inception Report by MCC and MCA-CI, with the CTCTR.

The inception period and mobilization process includes: 1) initial planning and mobilization capped off with a Pre-Kickoff Meeting Summary Report; 2) data review, planning and preparation; 3) the development of the GIS architecture to support the assignment, and 4) end of inception period capped off by a kickoff meeting in Abidjan and approval of the Inception Report.

3.1.1.1 Pre-Kickoff Meeting

A pre-kickoff meeting shall be held to discuss and agree on the technical content of the Inception Report to be delivered and reviewed at the Kickoff meeting to be held in Abidjan, Cote d’Ivoire. The objective is to ensure both parties have the same understanding of what is required for the Inception Report and Kickoff Meeting.

The pre-kickoff meeting shall be held in Washington D.C at MCC offices within three (3) weeks of contract signature. The pre-kickoff meeting shall be for no more than three (3) consecutive days, Tuesday-Thursday. The A&E shall propose an agenda within one week of the pre-kickoff meeting for MCC/MCA-CI review and approval. The A&E shall provide a presentation outline of all the Inception Report requirements, the proposed kickoff meeting venue and schedule, and an updated WBS and workplan for review with MCC and MCA-CI. The A&E shall be prepared to discuss several draft examples of their methodology and QA/QC plan for data collection including two or three quality assurance procedures and sample quality control forms.

3.1.1.2 Kickoff Meeting

A kickoff meeting will be organized by the A&E for MCC/MCA-CI in Abidjan and the CTCTR to review the draft Inception Report. All arrangements, including venue, printed materials, etc. shall be provided by the A&E. This includes access to video conferencing facilities.

In the Inception Report, the A&E shall provide a detailed methodology to deliver the engineering (data collection, analysis and design), environmental, resettlement aspects in an integrated manner. This shall include the following:

1. Detailed Work Breakdown System (WBS) and associated workplan of all project activities specifying resources and staff assigned including hired sub-consultants and proposed milestones for design reviews;

2. Detailed procedures[footnoteRef:4] associated with all project activities: who will do what and how, including tools/systems, methods and standards to be employed by the A&E including all Quality Assurance/Quality Control (QA/QC) data forms showing all control parameters, who is collecting, who is verifying and approving for records and future traceability in accordance with the organizational project team structure; [4: For example, the inception report should provide the data collection plan including : 1) identification of all data required (Origin Destination studies, traffic counts, period covered by counts or other investigations such as travel time, validation cameras positioned at key strategic locations to reflect on seasonal or other variations, re-programming of traffic lights, amendments or improvement of road geometry, etc.) and 2) all relevant guidelines, documentation, justification, procedures, forms and staff training program. The same applies to all project tasks.

3. A detailed table with all standards that will be used for the project, including testing standard and objective, in accordance with the methodology for the provision of all engineering studies;

4. Updated and more detailed methodology with preliminary data collection plan and timeline including the identification of all data required for the traffic demand and simulation model (Origin Destination studies, traffic counts, validation cameras positioned at key strategic locations to reflect on seasonal or other variations, periods covered by counts or other investigations such as travel time, re-programming of traffic lights, amendments or improvement of road geometry, etc.). The A&E shall provide all data collection forms for data collection. The objective is to proceed to data collection (Section 3.1.2.1 below) immediately after approval of the Inception Report. The A&E needs to confirm at this stage the number of traffic analysis zones (review previous zones used in the OD study conducted by Terrabo: Plateau, Marcory, Koumassi, Cite du personnel, zone 1, zone 8, port, port-est, aeroport), and indicate how the trip generation and trip distribution assignment will be performed, and how modal choice determination will be obtained in order to assign trips per mode. Graphical and mapping tools should also be submitted for stakeholder outreach including for the CTCTR.

5. The A&E shall review recent and relevant studies and provide comments on findings, recommendations and issues that arise from those studies;

6. The A&E shall highlight training objectives, criteria for selection of participants, scheduling constraints, expectations of training, and any challenges that may impact the delivery of training;

7. The A&E shall provide the methodology for conducting the Port Congestion Study;

8. The A&E shall demonstrate how the ArcGIS Online platform with relational database will be implemented, used and shared by MCC/MCA-CI and the CTCTR. This includes a methodology and approach for developing and implementing this platform for all phases and work streams. The geodatabase shall meet OMB Circular A-16 metadata requirements. All data published to ArcGIS Online should be done through Server for ArcGIS;

9. The A&E shall provide a preliminary stakeholder engagement plan including stakeholder mapping for completing the requirement;

10. The A&E shall provide a draft CTCTR Communications Plan showing various matrices, including a RACI matrix, of all required information, permits, plans, files, actions, etc. by GoCI agency for each deliverable/activity and general communications protocol for interaction between MCC, MCA, GoCI Ministries, GoCI agencies, including timelines and procedural flows.

11. The A&E shall submit the proposed table of contents for the Resettlement Action Plans (RAP) and Environmental and Social Impact Assessments (ESIA);

12. The A&E shall prepare and submit the template for itinerary diagrams (Strip maps) from the GIS to be used throughout the requirement for the illustration of data collected (IRI, deflections, geometry, AADT, thickness, etc.) including methodology for classification of the data in homogenous sections; and,

13. The A&E shall prepare and submit a template for Monthly Reports.

3.1.2 Multimodal traffic demand and simulation model for the Project Zone of Influence

The objectives of this task are to:

1. Perform Data Collection to develop a Traffic Demand and Simulation Model;

2. Develop a Multimodal Traffic Demand and Simulation Model for trip generation, trip assignment, modal distribution and trip assignment to :

a. reconfigure existing lanes, determine horizontal and vertical signalization requirements including smart real-time traffic smart and adaptive signalization (video or radar sensing) and dynamically synchronized traffic lights to channel traffic in conjunction with PTUA’s project (AfDB and AGEROUTE);

b. establish a Traffic Deviation Management Model with Congestion Mitigation Measures during and after construction works.

Figure 2: Port-Bouët, Koumassi, Marcory, Treichville and Vridi area

3.1.2.1 Data Collection and Modelling Tool

3.1.2.1.1 Data Collection

The A&E is solely responsible for the quality of the data used, study results and recommendations, including current traffic and modal estimates and forecasts.

The A&E shall perform traffic counts per vehicle class, modal volumes, passenger counts, OD survey, travel time measures, capacity assessment, safety assessment, injuries and fatalities, geometric characteristics, truck parking needs and land availability, etc. This shall include field staff hiring, data input and processing, quality checks including a presentation to MCC, MCA-CI and the CTCTR for validation. The data collection campaign is meant to identify all the needed data to perform the traffic demand and simulation modelling.

The A&E shall consider nine (9) to twelve (12) zones as a maximum for the OD study to be conducted over a period of two (2) to four (4) weeks and complemented with 24 counting stations during representative 07:00-19:00 and 19:00 to 07:00 periods during the week and weekends.

In conjunction with the CTCTR and a targeted consultation process, the A&E shall identify all the projected transportation development scenarios in the Project Zone of Influence including the contemplated new metro service in Abidjan. The scenarios will constitute the basis for the traffic demand and simulation modelling described thereafter.

The collected data will be the initial input for the integrated ArcGIS Online web map. All data shall be entered into the ArcGIS Online platform, with a specific layer for road safety related data. Note that the ArcGIS Online platform used shall be developed with OSER and AGEROUTE needs for Activity 2 under the ATP and will require some adaptation to input their data. (AGEROUTE uses VIZIROAD and L2R).

Spatial data from this section includes, but is not limited to: the delineation of the Project Zone of Influence, the immediate road network in the Project Zone of Influence, traffic volumes at intersections, characteristics of parking stops on candidate roads, real versus posted speeds, signalization and markings (and condition), present phasing of traffic signals, permitted versus restricted left and right turns, AADT including hourly flow with spatial and temporal variations, vehicle occupancy rate, capacity and saturation flow, hourly flow of pedestrians and bikes, topo survey and aerial imagery, cross section elements, accommodations for pedestrians, bikes and buses, visibility distances, vehicle accidents (including minor/severe injuries and fatalities due to accidents), unsecure intersections, road curvature, sidewalk and isles, pedestrian traffic measurements, strategic locations for traffic cameras, and location of installed cameras.

3.1.2.1.2 Modelling Tool Justification

Based on the results and findings of the data collection, the A&E shall provide an updated methodology with justification for the selection of the modelling tool, even if this is the modelling tool approved during the Inception Period. The justification shall include a peer-review of modelling work conducted in recent studies and identification of available data, flaws and issues, and additional data and tasks needed to optimize the modelling; a peer-review of available modelling tools suitable for this analysis including, but not limited to, advantages and disadvantages, issues and constraints, compatibility with existing modelling done in Abidjan and any additional data needed to operate the model and a preliminary cost estimate of data collection campaign and modelling tasks, and the recommended modelling tool and a methodology including: software recommendation, detailed methodology definition, detailed data collection presentation to MCC, MCA-Cote d’Ivoire and local authorities for validation.

3.1.2.2 Traffic Demand and Simulation Model

3.1.2.2.1 Transport Modality Integration and Optimization

The A&E shall identify the main transport modalities along and around the Project Zone of Influence, both existing and planned future developments (i.e. Lagoon Ferry stops, SOTRA stops, Metro stops, taxis, mini-buses, etc.) and propose recommendations for improved modality integration to reduce distance between modalities (if possible), improve modality safety and access, and potentially reduce congested zones. The A&E shall reflect the present and projected services associated with the traffic demand and simulation scenarios and make the case for the proposed recommendations onto the GIS mapping platform. The primary objective is to make sure the CTCTR members understand by making a clear case for either their approval or suggestions to amend the A&E recommendations. The second objective is to share the information with the stakeholders.

3.1.2.2.2 Current and Future Traffic

The A&E shall provide a complete understanding of the current traffic situation including transport networks coding, demand matrix coding, a calibration according to the approved A&E methodology that shall at least include traffic and modal volumes on multiple points, travel times, traffic congestion and sensitivity analysis. This model shall be calibrated with traffic data and shall be able to produce maps and report of the network surrounding the Port Area shown in figure 2 above and the main access to this zone and the other road investments (Blvd VGE, Blvd de la Paix and Yopougon Express). The A&E shall provide an understanding of the future situation scenarios including current and future demand. The future demand shall include various, at least three (3) urban development scenarios. The simulations shall include truck related traffic and parking. All existing and planned transport modalities, both public and private, shall be included. This includes a presentation to MCC, CNPC/MCA and local authorities for validation.

For each transport modality serving all of the project roads, the A&E shall perform the following:

1. Trip demand: Conduct and interpret origin/destination survey for targeted areas, including questions permitting segmentation of respondents by trip purpose; demographic characteristics including economic background; willingness to pay (versus affordability of transport); and other aspects as requested or approved by MCC. Survey questions/approach to be approved by MCC before use.

2. Trip supply: Collect and analyze initial essential data: public transit routes in targeted area, informal sector service, vehicle fleet, service supply (trip frequency and vehicle kilometers), and operating costs.

3. Data collection and analysis to include performance-based data, tied to key goals and outcomes (e.g., low-income population access to public transport and to target destinations; affordability[footnoteRef:5]) The A&E shall assess the low-income population access to public transport, disaggregating as per these beneficiary cutoff points. Sex-disaggregated data shall be collected and used in the analysis. [5: A beneficiary analysis as defined by MCC divides the benefits into four household income groups using the following income cutoff points in constant 2005 purchasing power parity US dollars: x<$1.25, $1.25<= to <$2.00, $2.00 <= to <$4.00, and >=$4.00. ]

3.1.2.2.3 Transportation Infrastructure

The A&E shall provide an understanding of the transportation network that include the following with and without scenarios including…