Sustainable Transport for Intermediate Cities: Pasto, Pereira, Monteria, Valledupar (STIC Program)

Transcription

1 Application Title Country/ Region Accredited Entity Sustainable Transport for Intermediate Cities: Pasto, Pereira, Monteria, Valledupar (STIC Program) Colombia CAF - Banco de Desarrollo de América Latina (CAF Development Bank of Latin America) Approval Date 2 March 2018

2 TABLE OF CONTENTS Section A EXECUTIVE SUMMARY Section B DESCRIPTION OF ACTIVITIES Section C RATIONALE Section D IMPLEMENTATION PLAN Section E FINANCING PLAN Section F RISKS AND MITIGATION MEASURES Please submit the completed form to: fundingproposals@gcfund.org and use the following name convention for the file name: [PPF]-[Agency Short Name]-[Date]-[Serial Number]

3 GREEN CLIMATE FUND PAGE 2 OF 61 A. Executive Summary (in one page) Accredited Entity CAF - Banco de Desarrollo de América Latina (CAF Development Bank of Latin America) Contact Details Name: Mateo Salomon Position: Principal Executive jsalomon@caf.com Tel: Full Office address: Boulevard Pacífica P.H. Oceanía Business Plaza Torre 2000 piso 27, Panama City, Panama Concept Note Title (reference number) Country/Region Sustainable Transport for Intermediate Cities: Pasto, Pereira, Monteria, and Valledupar - STIC Colombia The programme s overall objective is to reduce GHG emissions as a result of the adoption of more efficient, less carbon intensive modes of public and private transport in 4 intermediate cities in Colombia (Pasto, Pereira, Montería, Valledupar). This is to be achieved with a combination of strategic interventions to trigger: (i) (ii) (iii) modal shift from low capacity vehicles (i.e., motorcycles and private cars) to fewer better operated larger vehicles (i.e., integrated bus transport systems); modal shift from motorized vehicles (i.e., SUV, cars, motorcycles, buses) to non-motorized means of transportation (e.g., bicycles, walking) lower travelled distance per activity as a result of better urban planning and transport demand management Request Summary (in 200 words) This request is for Project Preparation Facility funds to complete the structuring of the Sustainable Transport for Intermediate Cities: Pasto, Pereira, Monteria, and Valledupar - STIC Programme and prepare a funding proposal to be submitted to the GCF. In particular, to prioritize location, and perform specific project interventions in the cities, undertake feasibility studies, develop technical designs, carry out due diligence on environmental and social safeguards compliance, prepare a gender action plan and develop GHG emission reduction assessment and monitoring protocol,. PPF support will be used to carry out preparatory studies for each city in the following areas: Transport Demand Management (TDM) Modal integration Non-Motorized Transport (NMT) Transit Oriented Development (TOD) Anticipated Duration Estimated cost PPF funds will also be used to develop key cross cutting technical assistance project components oriented to achieve better road safety and less accidents, communications and education strategies to help move passengers to the more sustainable transport modes. 12 months PPF request (including AE fees): USD1,415,750 In kind co-financing from the Ministry of Transport and Municipalities (Monteria, Valledupar, Pereira, Pasto): USD 58,840

4 GREEN CLIMATE FUND PAGE 3 OF 61 Total: 1,481,800 B. Description of Activities The GCF programme will support local efforts that can trigger behavioural changes to either adopt low carbon transport modes; or to reduce travel distance through more efficient trips. To achieve GHG emission reductions the program will develop a combination of Push and Pull strategies: (a) Push strategies, designed to push male and female passengers out of low capacity high emitting modes into less carbon intensive modes; or (b) Pull strategies, designed to pull or attract female and male passengers into the efficient target transport modes, including Transit Oriented Development (TOD) measures to structurally reduce travel distance. PPF resources will be used to undertake feasibility studies for devising a sound combination of push and pull measures in each city. Further, PPF resources will also help develop cross cutting studies to assess and ensure monitoring of GHG emission reductions, to assess environmental, social and gender potential impacts and devise mitigation measures, to design road safety activities and a knowledge management and communication strategy, and to assess financial and economic feasibility and financially structure the program, The activities to be financed by PPF are shown below: Activity 1: Feasibility Studies o Activity 1.1: Feasibility study for Pasto o Activity 1.2: Feasibility study for Pereira o Activity 1.3: Feasibility study for Monteria o Activity 1.4: Feasibility study for Valledupar Activity 2: GHG emission reduction monitoring study Activity 3: Design of Communications Strategy Activity 4: Road safety strategic program and policy Activity 5: Economic and Financial analysis Activity 6: Environmental, Social and Gender Assessment Activity 1: Feasibility Studies The table below describes the set of complementary activities and works under 4 main strategic approaches that will be develop for each city and the activities that will be performed during the PPF implementation: Strategic Line of Action Description Modal integration GCF: Works oriented to facilitate modal integration and exchange around bus stations. It includes gender-sensitive pedestrian infrastructure, bike parking facilities, urban seats, signalling, parking and pathways. Non-Motorized Transport (NMT) Transport Demand Management (TDM) PPF: Prioritization of interventions, and specific engineering studies Works oriented to make biking easier, safer, and more accessible. Works will include ramps, bridge features and separated lanes, intersection infrastructure to prevent accidents, pedestrian areas providing access to bikes and people, signalling PPF: Prioritization of interventions, and specific engineering studies Technical Assistance (TA) to promote push and pull transport demand activities oriented to achieve increased bus and NMT ridership PPF: study to assess transport demand management strategies, differentiated by gender, in each city, according to their cost effectiveness

5 GREEN CLIMATE FUND PAGE 4 OF 61 Transit Oriented Development (TOD) and pre-feasibility, in order to select priority investments. Second phase will set TOR to implement specific TDM measures in each city TA to implement gender-sensitive TOD strategies around the cities down town areas, in association with land-use planners, public transport providers, and sustainable transport strategies PPF: study to assess land-use plans and potential for TOD measures, and to design specific gender-sensitive TOD strategies and interventions. Also, the study will set specific mechanisms for monitoring TOD impact in reducing travel distance, or in increasing bus ridership and NMT, disaggregated by gender. In addition, PPF resources will be used to develop key cross cutting activities that will be contracted for all cities, to allow for comparative monitoring, and the use of similar quality standards. Specifically, PPF resources will also be used to finance studies to prepare the following activities: Cross-cutting activities to be implemented during the program Activity 2: GHG emission reductions monitoring Description GCF: GHG emissions reductions will be measured through a monitoring, record-keeping and communications mechanism. This includes periodic field surveys and occupancy measurement, as well as data gathering for key indicators such as fuel use, type of vehicles, fuel performance, travelled distance by mode. PPF: study to develop monitoring mechanism, addressing the different transitions from low capacity low occupancy to high capacity high occupancy, from motorized to non-motorized, and the reduction of traveling distance. Technical assistance to assess the potential for GHG emission reductions to be attributed to the deepening of NMT strategies and inter modal strategies in all cities, including setting indicators for keeping track of progress, reporting on indicators, and reporting on successes and failures. The study will help building a Theory of Change logical framework, and a system for tracking down activities. Activity 3: Communications campaign and knowledge management Activity 4: Road safety strategic program and policy GCF: Progress and success will be main pillars for building a communications campaign that helps promote the transition to more efficient, less carbon intensive transport modes. Inducing women and men to opt for the most sustainable transport modes is essential to achieve the program objectives. Underlying conditions need to be in place, such as good public transport systems, or safe, and well-designed NMT features. But communications will be a key factor in making the modal change effective PPF: TA to design a gender sensitive communications campaign GCF: The program will implement a program on road safety, consisting of policies and strategic interventions and communications campaigns to achieve better and safer transport in the cities, as a key strategy to leverage NMT and transport modal exchange to less carbon intensive transport modes. GCF will finance the technical assistance to push for road safety investments and monitoring in each of the cities, and at the national level PPF: TA to develop a gender sensitive road safety program and strategy In addition to the activities presented above, the following studies will also be prepared for the preparation of the program:

6 GREEN CLIMATE FUND PAGE 5 OF 61 Activity 5: Economic and Financial Analysis. TA will be used to assess market opportunities, projected costs and financial returns, establish co-financing conditions, and perform economic and financial assessment. Also, TA will be used to help structure specific project investments, including the use of GCF grants and concessional loans, co-financing by CAF and private investments. This activity will help build a financial model for all specific program activities, and for the overall project. Activity 6: Environmental, Social, and Gender Assessment. TA will be used to develop the environmental and social framework for the Programme in compliance with CAF environmental and social safeguards which are aligned with GCF s safeguards. A gender assessment will also be performed and a gender action plan developed for the programme, with special emphasis on gender differences in travel patterns and modal preferences of public transport, as well as gender gaps in education and adoption of newer technologies, dissemination, and environmental management. Evaluating forms that ensure active participation of men and women will also be part of the activities. C. Rationale C.1 Background The National Development Plan expressed the government s development vision for the years to come, which includes adaptation and mitigation actions to face climate change. It recognizes the necessity to develop mitigation plans, which take place in the shape of low carbon transport development strategies. To be able to comply with the NDC presented and agreed to in Paris, the GOC has given priority to developing and implementing Plans of Action for the main GHG emitting sectors. The one on transport includes the promotion of NMT, the integration of TOD policies, the promotion and strengthening of public transport systems, and the management of transport demand. The Government has promoted the development of integrated public transportation systems (ie, BRT for the largest cities, including Pereira; and Integrated Public Transport Systems for intermediate cities as Valledupar, Monteria and Pasto), and has co-financed the development of main infrastructure and planning studies. There are two NAMAs under construction, one on NMT and the other on TOD. Also, it has developed a program on Sustainable Cities, sponsored through Colombia s regional development bank (ie, FINDETER), which Plans of Action include a chapter on sustainable mobility. Consistently, at the local level, some of Colombia s most progressive intermediate cities have committed resources and set strategic policies to address climate change in their Municipal Development Plans. The Colombia s STIC Programme will co-fund a combination of low-carbon push and pull transport activities that together will achieve important synergetic effects to induce a sustainable shift towards low carbon emission transport in 4 emblematic cities (ie, Pasto, Pereira, Valledupar, and Monteria). As all of the selected cities have structural public transport systems, a good mix of transport demand management measures, combined with proper land use planning will help induce a paradigmatic shift towards sustainable transport. Once expected results in better mobility kicks in, a virtuous circle for a more compact city with public space, enhanced accessibility, and better public transport service can be set in motion. The STIC intention is to replicate the experience, leading by example, in other potential intermediate cities in Colombia and elsewhere. The four cities have been selected as they share the following key conditions: They have already started the implementation of Bus Rapid Transit System (ie, Pereira); or of an Integrated Bus Transport System (ie, Monteria, Valledupar, and Pasto); All bus systems are structural in nature, but still lack enough demand, which can be potentially enhanced through modal integration; All cities present an alarming rate of motorization, and an increased participation of private transport in the transport modal split; The four cities are experiencing important population growth and economic expansion; All cities have started promotion of NMT and have already committed resources for an integrated mobility strategy; All cities are part of FINDETER s sustainable cities program and have developed plans of actions oriented to reduce GHG emissions;

7 GREEN CLIMATE FUND PAGE 6 OF 61 All cities have committed resources in their Municipal Development Plans to promote public transport, NMT, and to consolidate urban areas; All cities have municipal administrations actively engaged and interested in promoting sustainable transport strategies; All cities have previous working experience with CAF, a good record on sustainable transport, and have expressed interest in participating in the programme. The programme will build on strategies already included in the local Development Plans, Urban Mobility Transport Plans, Land-Use Plans, Transport Demand Management Plans, and Non-Motorized or Active Transport Plans. Also, on nationally geared NAMAs on sustainable transport, and on other low carbon growth strategies linked to public and private transport efficiency gains, such as the national Plan of Action for low carbon transport development. All four cities still mostly rely on public transportation means to mobilize their population to mobilize most of its population to the different type of destination areas (e.g., housing, schooling, working, leisure, health care). However, private motorization is growing at relatively high rates (e.g. Pereira at 6.5%, Valledupar at 10%), as cities expand and income improves. Urban sprawl takes place as people look for less expensive housing options, which imply higher transport distance needs, and further fuel consumption and GHG emissions creating a vicious cycle. Local administrations, and the national government, have identified the need to curb the unplanned urban expansion trend, and have committed to developing more efficient and integrated urban mobility strategies, including the setting of integrated public transport systems. Notwithstanding, official efforts have proven insufficient to revert the motorization trend, and induce their citizens to utilize more efficient less emitting modes of transport. This programme will support local efforts that can trigger behavioural changes to either adopt low carbon transport modes; or to reduce travel distance through less more efficient trips. Each city has already advanced with relation to the components above, at different pace and with differentiated progress, success and difficulties. In each city, the program will attempt to integrate the different strategies and ongoing program activities, so that modal shift towards buses and NMT effectively takes place. Each city will be supported according to its own particular needs and conditions, in the 4 main program strategic lines of action: Transport Demand Management (TDM); Modal integration; Non-Motorized Transport (NMT); and Transit Oriented Development (TOD). Also, the program will develop key cross cutting technical assistance components oriented to achieve better road safety and less accidents, communications and education strategies to help move passengers to the more sustainable transport modes. As part of an urban sprawling phenomenon, Pasto experienced between 2013 and 2015 an increase in the private car fleet of 311.5%, with motorcycles having an even larger increase, due to the high used of illegal moto-taxis. The modal distribution of the transport system in Pasto includes 38% pedestrian, 31% public transport (buses), 14% particular vehicles, 8% motorcycles, 5% taxis and 1% bicycles. About 31% of trips take place in public transport and illegal moto-taxis and collective taxis which represent the 24% of the daily trips in the city. The programme will strengthen the local efforts to promote the use of bicycles, and to increase or keep the public transportation share of total trips. Efforts will be placed in expanding the network of bikes by investing in bike route connections in transport conflict areas, and by connecting the bikeways with slow traffic areas and include parking facilities to achieve a multiplying effect. Pereira is the fourth city with more traffic accidents and the most involved are motorcyclists, pedestrians and cyclists. During the last eight years there was an increase in all types of vehicles (except old buses); the largest growth was in trucks with 59.8%, cars with 57.7% and motorcycles 54.5%. The challenge is to interconnect modes of transport so that the BRT (i.e., MEGABUS) can achieve the target occupation rates. Other strategies are aimed at the integration of public and private transport, alternative mobility in aerial cable and more bikeways. Specific goals for the next four years enclose the increase in the use of public transportation in 45%, just as the increment of cycling moves in 6%. In Monteria, approximately 397,000 trips take place in the city. About 33% by motorcycle (including 12% by mototaxis), 22% of the daily trips take place by bus, 19% by foot, 13% by car, 9% by bicycle and 2% others. It is expected that Monteria will increase its urban area from 3,197 Ha. to 7,969 Ha. by 2040, making it necessary to set a right development pattern that integrates new urban areas, while consolidating the current urban area. This includes the construction of proper infrastructure and the densification around public transportation, combined with land mix-use. In Monteria, the municipal development plan (MDP) places emphasis on public transport, NMT (public bikes, city bike network, pedestrian pathways) road safety, parking policies, modal integration. By implementing the Green City Program, Monteria is also committed to becoming a green city, where new trees will be planted, additional green areas will be incorporated to public space, urban agriculture, and renewable energy will be used, and a new parking

8 GREEN CLIMATE FUND PAGE 7 OF 61 master plan will be put in place. Under the program, the integrated bus transport system (i.e., CIUDAD AMABLE) will be integrated to additional river-based transit routes, and to the nascent bikeway network. Thus, one work stream corresponds to the construction of non-motorized circulation corridors (bikeways). Today, the city has around 3 km of bikeways in different main corridors (Ronda del Sinú lineal park, Circunvalar, Calle 29). Also, the city is promoting a public bicycle program, initially with 130 bicycles to lend for free and be used in specific routes (15 km of bikepaths). This is to be linked to the development of a fluvial transport system (Transporte Azul del Sinú) to become a link between the main points of affluence of the metropolitan space and its environment, through ecological boats that give direct access to points of interest located next to the river or connect the points of embarkation with terrestrial collective transport systems. In Valledupar, it is expected that its urban area will grow from Ha. In 2015 to Ha. By 2040, as a result of high population rates and the increase of urban land consumption per capita. Therefore, is it especially important for the city to densify the urban consolidated area as well as plan the future urban area as a TOD project. Valledupar has about 76,000 private vehicles, growing at an alarming rate of 10%, out of which motorcycles represent 47,000 units, and public transport vehicles 4,515 (including 350 buses and 2820 taxis). In Valledupar, the MDP includes building bikeways, working on conflict reduction management at critical traffic junctures, public bikes, parking policies, road safety plans, modal integration development, and TOD. To engage onto a sustainable transport path, the strategy in Valledupar will be to promote the use of slow traffic and inter-modal areas to promote the combination of walking and vehicle and bicycle use close to the activity centres. Specific goals include the increase in 2.5% of trips by bicycle, and the consolidation of the public transport system (going from 40% coverage to 85%). This will be achieved through the expansion and integration of of bikeways, and through a public bike program connected to the bus system. Also, the project will try to harness the urban expansion so this process can take place under controlled well planned transport oriented strategies that can lead to less carbon intensive transport development. Its integrated public transport system (ie, SIVA), is the main strategy for the city s Master Plan on Mobility, which makes the use of NMT and the enhancement in public spaces, pedestrian areas, and bikeways a catalyser to increase the use of the integrated public transport system and curb the motorization growth rate. Also, the city will be developing complementary road safety plans, including works in difficult cross road spots. C.2 Justification on request CAF has engaged in supporting sustainable transport development in all of the four cities, and will continue to do so under the present program. All cities have advanced to a certain degree in their sustainable transport planning, although there are still some strategic pieces missing. This is the intent of GCF involvement, help trigger and catalyse processes that have started in all cities, but still with no success. PPF resources will be deployed to get to implementation stage the different activities and strategies presented in the GCF s Concept Note. All cities have different levels of progress and strategic approaches, so the PPF resources are to be allocated to those areas in need of financial resources, yet considered strategic to achieve the project s objectives. PPF resources will be mainly used to identify and design specific infrastructure investments that will help trigger modal interconnectivity, and also keep or attract new NMT and public transportation users to the transport system. Feasibility studies will help design knowledge management and a communications campaign, so that investments take place as public support is gained. D. Implementation Plan D.1 Implementation approach The PPF resources will be executed directly from CAF, under close coordination with the Ministry of Transport and the incumbent cities. CAF will contract the feasibility and enabling studies. To allow better ownership, CAF will involve a representative from the Secretariats of Transport and Transit in all cities, in close coordination with the Sustainable Mobility Unit of the Ministry of Transport.

9 GREEN CLIMATE FUND PAGE 8 OF 61 D.2 Implementation schedule Following is a table with the intended implementation schedule for the PPF phase, showing task group of activities and the corresponding months of implementation: Months Task Pasto Sustainable Transport Study: Modal interconnection, NMT development, transport demand management, transit oriented development Pereira Sustainable Transport Study: Modal interconnection, NMT development, transport demand management, transit oriented development Monteria Sustainable Transport Study: Modal interconnection, NMT development, transport demand management, transit oriented development Valledupar Sustainable Transport Study: Modal interconnection, NMT development, transport demand management, transit oriented development Technical assistance to assess the potential for GHG emission reductions and develop monitoring mechanism Communication strategy and knowledge management design Urban road safety strategy development Economic assessment, financial structuring and modeling Social and environmental, and gender assessment Mid Term Progress Report Overall Project and Contract Coordination and drafting of GCF proposal D.3 Procurement Plan Please provide detailed procurement plan including methods, terms of reference of consultancy services. Attached is the procurement plan for the PPF activities The procurement process will follow the last version of CAF s Manual of Procurement of Goods, Consulting Services and Works (NM/ DFLA 038). The Chapter VIII of this Manual includes all the details and thresholds for the procurements and are presented in the table below. 1. Project Procurement Thresholds 1. The following CAF process thresholds shall apply to procurement of goods and works Threshold (Amount in USD) Method General procedures 0 5,000 (Only for the purchase goods) ,000 (Only for the purchase goods) Direct contracting Market assessment 1. Receive at least one offer. 1. Market assessment; 2. Receive at least two (2) offers

10 GREEN CLIMATE FUND PAGE 9 OF Select the best offer based on the completion of an evaluation (Only for the purchase of services, consultancy and works) 10,001 50,000 (For the purchase of goods, services, consultancy and works) 50, ,000 (For the purchase of goods, services, consultancy and works) 150,001 Until the next amount indicated below, depending the type of purchase. From 250,000 For Consultancy services From 500,000 for the purchase of goods and commercial or professional services Direct contracting Market assessment Market assessment Private bidding International Public bidding 1. Receive at least one offer. 1. Market assessment; 2. Receive at least three (3) offers from different providers; and 3. Select the best offer based on the completion of an evaluation. 1. Prepare Terms of Reference; 2. Market assessment of potential providers; 3. Receive at least three (3) offers from different providers; and 4. Perform an evaluation based on the criteria indicated in the terms of reference. Private bidding to select providers Request for Proposal. An evaluation Committee will review the offers and select the provider. International Public bidding process for the selection of providers Request for Proposal. An evaluation Committee will review the offers and select the provider. From 2.000,000 purchase of works for the 2. Consulting Services Contracts Estimated ( insert amount) The following table lists consulting services contracts for which procurement activity is either ongoing or expected to commence within the next 12 months General Description Pereira: Sustainable Transport Development Study: Design of NMT connecting infrastructure Design of modal interconnection interventions Design of Transport demand management strategy Assessment of TOD priority interventions and feasibility study Monteria Sustainable Transport Development Study: Design of NMT connecting infrastructure Design of modal interconnection interventions Design of Transport demand management strategy Assessment of TOD priority interventions and feasibility study Valledupar Sustainable Transport Study: Design of NMT connecting infrastructure Design of modal interconnection interventions Contract Value 230, , ,000 Recruitment Method 1 Private bidding Private bidding Private bidding Advertisement Date (quarter/year) International or National Assignment Comments IV/2017 National Firm IV/2017 National Firm IV/2017 National Firm

11 GREEN CLIMATE FUND PAGE 10 OF 61 Design of Transport demand management strategy Assessment of TOD priority interventions and feasibility study Pasto Sustainable Transport Study Design of NMT connecting infrastructure Design of modal interconnection interventions Design of Transport demand management strategy Assessment of TOD priority interventions and feasibility study Technical assistance to assess the potential for GHG emission reductions and design monitoring mechanism 230,000 40,000 Road Safety strategy design 25,000 Communications strategy design 60,000 Social, Environmental, and Gender assessment Economic and Financial structuring and modelling Technical Coordination and drafting of GCF funding proposal (including budget and procurement plan) 70,000 50,000 60,000 Financial audit for PPF resources 7,000 Private bidding IV/2017 National Firm Market assessment IV/2017 National Firm or individual Market assessment IV/2017 National Individual Market Firm or IV/2017 National assessment individual Market assessment IV/2017 National Firm Market assessment IV/2017 National Firm Market assessment IV/2017 National Individual Market assessment III/2018 National Firm E. Financing Plan The PPF activities cost is as follows (see details in Annexed TORs): General Description Quantity Unit Cost Total Pereira: Sustainable Transport Development Study: Modal integration Non-Motorized Transport (NMT) Transport Demand Management (TDM) Transit Oriented Development (TOD) Monteria Sustainable Transport Development Study: Modal integration Non-Motorized Transport (NMT) Transport Demand Management (TDM) Transit Oriented Development (TOD) Valledupar Sustainable Transport Study: Modal integration Non-Motorized Transport (NMT) Transport Demand Management (TDM) Transit Oriented Development (TOD) Pasto Sustainable Transport Study Modal integration Non-Motorized Transport (NMT) Transport Demand Management (TDM) Transit Oriented Development (TOD) Requested to GCF 1 230, , , , , , , , , , , ,000

12 GREEN CLIMATE FUND PAGE 11 OF 61 Technical assistance to assess the potential for GHG emission reductions and prepare 1 40,000 40,000 40,000 monitoring mechanism Design of road safety strategy 1 25,000 25,000 25,000 Design of communications and knowledge management strategy 1 60,000 60,000 60,000 Social, Environmental, and Gender assessment 1 70,000 70,000 70,000 Financial and economic structuring and modelling 1 50,000 50,000 50,000 Technical Coordination and drafting of GCF funding proposal 1 60,000 60,000 60,000 SUBTOTAL 1,225,000 1,225,000 1,225,000 Contingency (5%) 61,250 61,250 61,250 External Financial audit 1 7,000 7,000 7,000 SUBTOTAL 1,293,250 1,293,250 1,293,250 Accredited Entity Fee (10%) 1 122, , ,500 TOTAL 1,415,750 1,415,750 1,415,750 Disbursement Plan CAF has entered into a Framework Agreement with the GCF, therefore this PPF will be managed at portfolio level by CAF, in accordance to the Framework Readiness and Preparatory Support Grant Agreement. The disbursements of the grants resources from GCF to the CAF shall thus follow the disbursement schedule described in the Framework Agreement. F. Risk and Mitigation measures Please describe the financial and operational risks and discuss mitigating measures. Financial Risk will be associated with the potential mismatch of resources available with actual TA costs. Therefore, preliminary quotations are recommended to mitigate risk Operational Risk is mostly related with potential delays in the procurement and in the actual TA implementation. It is linked to potential wrong design or management of the different phases of the project, or failure in partnership arrangements or institutional setups. To mitigate risks associated with the contracting phase, it is expected that a preliminary list of potential service providers is identified and contacted, and that an early notice on the future contracting is published and disseminated. Shortlisting should be reduced to the minimal time possible. Also contracts and procedures should be in place so that contracting may start as soon as possible after technical selection of offerors. Please briefly specify the substantial environmental and social risks that the readiness support may face and the proposed risk mitigating measures. Environmental Risks are practically inexistent at this PPF level. However, the setting of an adequate Environmental and Social Management Framework (ESMF) resulting from the PPF studies will help mitigate future environmental risks. Environmental risks are associated to the implementation of the Programme and will depend on the proper planning and assessment. CAF preliminary indicative assessment is that the Programme is of moderate risk, equivalent to risk category B. During the implementation of the PPF, the risk category will be confirmed based on the feasibility studies and the Environmental and Social Assessment of the Programme. 1 CAF is requesting an Accredited Entity Fee of ten per cent (10%) of the total amount committed by GCF to this Preparatory Support, based on GCF interim policy on fees (DECISION B.11/10) which indicates a cap of ten percent (10%) on readiness grants.

13 GREEN CLIMATE FUND PAGE 12 OF 61 Social risks are related to the expectations raised by the PPF studies on gender and on the social assessment as well as in consultation processes. It is therefore recommended that clear and transparent processes are ready for project start-up, and that a communications strategy can be followed to raise interest, but handle expectations regarding actual pilot and phases financing.

14 GREEN CLIMATE FUND PAGE 13 OF 61 ANNEXES Terms of Reference

15 GREEN CLIMATE FUND PAGE 14 OF 61 Annex 1 Terms of Reference Feasibility Study for Sustainable Transport Investment Plan in the city of Monteria Background Monteria (population ) is a city located in the Caribbean Region of Colombia. The city, occupying 32,14 sqkm is growing at an annual rate of 2%. Its urban transport composition is as follows: Illustration 1 Modal Share Monteria 2016 Source: Development plan

16 GREEN CLIMATE FUND PAGE 15 OF 61 Monteria s private motorization is growing (approximately 4.4% annually), and public transportation and NMT have been declining (for example the bicycle passed from 12% of participation to 9% in the last two years). To curb this trend and engage onto a sustainable transport path, Monteria has committed to promote public transportation (PT), Non-Motorized Transport (NMT), transport demand management (TDM), and Transit Oriented Development (TOD). The following are the city s current plan/programs and specific projects in the four sustainable transport categories: Plan/Program PT NMT TDM TOD Municipal Development Plan Increase public bike number Increase bikeway km NMT/Active Transport Plan Pilot river transport line Sidewalks building Rules for river and other transport modes connection NMT Development Communication Plan Expansion plan for the public bicycle system Infrastructure plan for cyclists Restricted road parking (paying blue zones) Restrict circulation Traffic calming plan for the city center Findeter action plan Implementation of the strategic public transport system Formalize and implement new modes of passenger and tourist transportation on the Sinú River Connect SETP service key points with pedestrian streets Extend the works of improvement of pedestrian friendly platforms to all the residential sectors of the city, beginning with those that use more the transport system SETP Notwithstanding, the strategies not necessarily complement each other. Neither there are monitoring activities to track down the effectiveness of such plans and programs in triggering modal change from private vehicles to public transportation, or from motorized to NMT. Bikeways or public bikes do not generate the desired mobility impact, unless framed under a coordinated strategy and synchronized set of activities. This study is oriented to catalyze modal shift towards more sustainable transport modes, and to generate synergies amongst the different sustainable transport activities in the city. Objectives The study s overall objectives are to identify and prioritize sustainable transport interventions to be implemented under the four strategic lines of STIC program(pt, NMT, TDM and TOD), assess their technical feasibility, and develop technical designs for key interventions (ie, works and equipment). The specific objectives of the feasibility study are to: Identify and assess impact of sustainable transport infrastructure and equipment that trigger modal shift Identify and assess impact of specific infrastructure and urban equipment to incentivize NMT Identify and select urban spots where modal shift and NMT have highest potential impact based on previous NMT plans.

17 GREEN CLIMATE FUND PAGE 16 OF 61 Identify and prioritize gender sensitive TDM elements that could be further developed to promote sustainable transport goals under the program Identify and prioritize TOD potential hotspots for further development Structure investment plan for prioritized sustainable transport interventions scope of activities Infrastructure and equipment towards modal shift First the consultants must identify the city areas where public transport corridors offer potential for modal interchange. In order to do that they should: Map all bus stops/stations along the SETP bus system and classify them according to passenger affluence potential Map all private transport intersecting corridors and assess capacity Check origin-destination studies to determine intersecting areas where modal shift could have better potential Identify potential for parking near to suitable bus stops/stations Identify potential intersections with NMT corridors, considering slow traffic areas as potential bikeway network extensions Identify stations that require interventions to accommodate potential new riders from other modes Second, the consultants must design required measures to facilitate modal exchange or shift, including infrastructure, signalling, or urban mobiliary. They should: Determine the passenger capacity target in order to determine capacity of urban infrastructure features (eg, benches, bike and car parking spots, sidewalk, square, station) Define typology of urban mobiliary and infrastructure to set a common language for the program to help the communication strategy Design infrastructure interventions (e.g., lane separators, tree wells, drainage and stormwater catchment, rain garden, bumps and humps, chokers, pedestrian walking strips, speed tables, chicane, painted lanes), urban equipment (e.g. benches, bike parking, lamps, bollards, signs, roofs) Devise mobility flow and ticketing mechanisms to ease modal exchange (eg, from parking to SETP, from bike parking to buses, ticketing and fees) Design mechanisms to monitor access and ridership through intervened areas (eg, smart station monitoring devices, GPS tracked buses, passenger digital sensors per sourcing mode) Design traffic signals and traffic education material holders (to be fed by communications strategy) Prepare investment plan for selected modal exchange specific measures Infrastructure and equipment for NMT promotion Identify existing plans for NMT development and assess mobility solution to better meet Origin-Destination mobility needs Gap assessment for completing trip needs, for short (up to 5 km), medium (5-15 km), long trips (above 15 km), on bike or complementary modes. Identify need for infrastructure or signaling segments connecting bikeways or biking areas (ie, slow traffic, wide pedestrian areas) or to other modes (ie, walking, private, bus) Identify need for bike oriented safety features in high speed or conflict mode segments (e.g., bridges, underpasses, tunnels, river crossing, high traffic road intersection, congested pedestrian area) Prioritize interventions (i.e, infrastructure, equipment) according to highest NMT use potential Design typology of urban interventions for NMT promotion under the program (ie, branding to synchronize with communications campaign) Identification of public bike programs potential and selection of locations for increased ridership and visibility Design NMT promotion interventions in selected areas (ie, parking space, security cameras, signals, urban mobiliary, separators, painted lanes, stairs bike ramps, public bike depots) Prepare investment plan for selected NMT specific measures Transport Demand Management strategic program

18 GREEN CLIMATE FUND PAGE 17 OF 61 Identify TDM strategies that fall within scope of control of agencies participating in the program (i.e, Secretariat of Planning, Transit and Transport, and Mayor s office). Strategies such as transit pricing, telecommuting, or travel blending are important strategies that fall out of the control of these agencies, and should be better managed through the program s communication campaign. Typical strategies that could make part of the TDM strategy for the city are: road pricing, parking policies, road circulation restrictions, and car sharing incentives. Assess opportunities for increased transit and/or NMT ridership as a result of TDM strategies, and geolocate priority areas for TDM implementation Design TDM strategies to apply to selected locations Prepare investment plan for selected TDM specific measures Transit Oriented Development strategies Identify SETP stations/bus stops with higher potential for passenger affluence. Consultants must consider all modes of transport (ie, private, NMT, river, inter municipal) From higher demand potential stations select those with higher potential for urban redevelopment and mix use. Consultants must consider transport destination variables such as the potential for restaurants, entertainment, sports, and leisure, education and schooling, health care provision, government and public services representations, markets, shopping and retail, office and work areas Identify potential for higher density around selected TOD areas Identify legal and planning constraints Identify potential benefits and costs Set up TOD strategy for one selected location Final compilation and planning Consultants must compile interventions in four main categories under one single investment and implementation plan, indicating total costs, benefits, and investment and disbursement plan. Financial structure Consultants are required to produce a financial structure, based on potential GCF resources, and counterpart financing. Potential additional financial sources from private or public funds should be identified. The structure must consider taxes and levies applicable. Potential for GHG emission reductions Consultants should develop an estimate of possible reductions in GHG emissions as a result of increased participation in the SETP or NMT. Estimates of mitigation potential should be differentiated according to each of the strategic lines of the SITM program. Team experience and composition and required expertise The consultant s team must be integrated by the specialists from the following fields: Urban planner / Architect with experience in urban infrastructure and equipment Urban planner/architect with experience in TOD and NMT features Transport specialist with knowledge and experience in integrated transportation systems integrating various modes of transport NMT specialist, with experience in promoting and monitoring NMT systems and usage Financial consultant with knowledge of market and with experience in project structuring Landscape designer, with experience in urban landscape for public spaces Civil engineer or similar, with experience in road development, urban structures Water engineer with experience in urban drainage and stormwater catchment Geotechnical and topography specialists Environmental specialist with experience in sustainable transport promotion Supervision and coordination

19 GREEN CLIMATE FUND PAGE 18 OF 61 The consultant must report to the Secretariat of Planning, who will act as the city s supervisor, for technical feedback and to CAF for administrative, contractual matters. All proposed interventions require an early consultation with the city s supervisor. Work plan and timetable The study is to last 5 months. The consultant is required to include in its proposal a timetable depicting the following stages: inception, feasibility, final proposals. Deliverables The consultant will have to produce the following deliverables: Budget Work plan and inception report, 2 weeks after signing of contract Mid-term report, 10 weeks after contract signing, indicating all analysis and proposed measures. This report must include maps, GHG potential, and diagrams and sketches indicating proposed measures, costbenefit analysis, and investment phasing Final report 2 weeks after feedback on Mid-term report Summary report Presentation of proposed measures to city and CAF representatives The total budget for this study is USD230,000 Payment Payment will take according to deliverables as follows: 15% at Inception Report and Work Plan 45% at Mid-Term Report 30% at Final Report 10% after final presentation

20 GREEN CLIMATE FUND PAGE 19 OF 61 Annex 2 Terms of Reference Feasibility Study for Sustainable Transport Investment Plan in the city of Valledupar Background Valledupar (population ) is a city located in the Caribbean Region of Colombia. The city, occupying 31,97 sqkm is growing at an annual rate of 2,2%. Its urban transport composition is as follows: Valledupar s private motorization is growing (10% per year), and public transportation and NMT have been declining. To curb this trend and engage onto a sustainable transport path, Valledupar has committed to promote public transportation (PT), Non Motorized Transport (NMT), transport demand management (TDM), and Transit Oriented Development (TOD). The following are the city s current plan/programs and specific projects in the four sustainable transport categories:

21 GREEN CLIMATE FUND PAGE 20 OF 61 Plan/Program PT NMT TDM TOD Municipal Bus stops and Additional bikeway km Parking and blue Development Plan modal integration works (sqm) zones program implemented NMT/Active Transport Plan Environmental network plan design Comprehensive cycle-network plan Public bicycle pilot plan Recommendations on restriction of individual motor traffic Findeter's action plan Formulation, design and construction of the network of alternative transport systems Facility plan for the bicycle and recommendations for cycle-parking Design of priority crossings and road safety guidelines Intermodality plan Formulation and implementation of a Mobility Plan in the Historic Center Formulation and implementation of the Parking Master Plan Notwithstanding, the strategies not necessarily complement each other. Neither there are monitoring activities to track down the effectiveness of such plans and programs in triggering modal change from private vehicles to public transportation, or from motorized to NMT. Bikeways or public bikes do not generate the desired mobility impact, unless framed under a coordinated strategy and synchronized set of activities. This study is oriented to catalyze modal shift towards more sustainable transport modes, and to generate synergies amongst the different sustainable transport activities in the city. Objectives The study s overall objectives are to identify and prioritize sustainable transport interventions to be implemented under the STIC program, assess their technical feasibility, and develop technical designs for key interventions (ie, works and equipment). The specific objectives of the feasibility study are to: Identify and assess impact of sustainable transport infrastructure and equipment that trigger modal shift Identify and assess impact of specific infrastructure and urban equipment to incentivize NMT Identify and select urban spots where modal shift and NMT have highest potential impact Identify and prioritize gender sensitive TDM elements that could be further developed to promote sustainable transport goals under the program Identify and prioritize TOD potential hotspots for further development Structure investment plan for prioritized sustainable transport interventions Scope of activities Infrastructure and equipment towards modal shift First the consultants must identify the city areas where public transport corridors offer potential for modal interchange. In order to do that they should: Map all bus stops/stations along the SETP bus system and classify them according to passenger affluence potential

22 GREEN CLIMATE FUND PAGE 21 OF 61 Map all private transport intersecting corridors and assess capacity Check origin-destination studies to determine intersecting areas where modal shift could have better potential Identify potential for parking near to suitable bus stops/stations Identify potential intersections with NMT corridors, considering slow traffic areas as potential bikeway network extensions Identify stations that require interventions to accommodate potential new riders from other modes Second, the consultants must design required measures to facilitate modal exchange or shift, including infrastructure, signaling, or urban mobiliary. They should: Determine the passenger capacity target in order to determine capacity of urban infrastructure features (eg, benches, bike and car parking spots, sidewalk, square, station) Define typology of urban mobiliary and infrastructure to set a common language for the program to help the communication strategy Design infrastructure interventions (e.g., lane separators, tree wells, drainage and stormwater catchment, rain garden, bumps and humps, chokers, pedestrian walking strips, speed tables, chicane, painted lanes), urban equipment (e.g. benches, bike parking, lamps, bollards, signs, roofs) Devise mobility flow and ticketing mechanisms to ease modal exchange (eg, from parking to SETP, from bike parking to buses, ticketing and fees) Design mechanisms to monitor access and ridership through intervened areas (eg, smart station monitoring devices, GPS tracked buses, passenger digital sensors per sourcing mode) Design traffic signals and traffic education material holders (to be fed by communications strategy) Prepare investment plan for selected modal exchange specific measures Infrastructure and equipment for NMT promotion Identify existing plans for NMT development and assess mobility solution to better meet Origin-Destination mobility needs Gap assessment for completing trip needs, for short (up to 5 km), medium (5-15 km), long trips (above 15 km), on bike or complementary modes. Identify need for infrastructure or signaling segments connecting bikeways or biking areas (ie, slow traffic, wide pedestrian areas) or to other modes (ie, walking, private, bus) Identify need for bike oriented safety features in high speed or conflict mode segments (e.g., bridges, underpasses, tunnels, river crossing, high traffic road intersection, congested pedestrian area) Prioritize interventions (i.e, infrastructure, equipment) according to highest NMT use potential Design typology of urban interventions for NMT promotion under the program (ie, branding to synchronize with communications campaign) Identification of public bike programs potential and selection of locations for increased ridership and visibility Design NMT promotion interventions in selected areas (ie, parking space, security cameras, signals, urban mobiliary, separators, painted lanes, stairs bike ramps, public bike depots) Prepare investment plan for selected NMT specific measures Transport Demand Management strategic program Identify TDM strategies that fall within scope of control of agencies participating in the program (i.e, Secretariat of Planning, Transit and Transport, and Mayor s office). Strategies such as transit pricing, telecommuting, or travel blending are important strategies that fall out of the control of these agencies, and should be better managed through the program s communication campaign. Typical strategies that could make part of the TDM strategy for the city are: road pricing, parking policies, road circulation restrictions, and car sharing incentives. Assess opportunities for increased transit and/or NMT ridership as a result of TDM strategies, and geolocate priority areas for TDM implementation Design TDM strategies to apply to selected locations Prepare investment plan for selected TDM specific measures Transit Oriented Development strategies

23 GREEN CLIMATE FUND PAGE 22 OF 61 Identify SETP stations/bus stops with higher potential for passenger affluence. Consultants must consider all modes of transport (ie, private, NMT, river, inter municipal) From higher demand potential stations select those with higher potential for urban redevelopment and mix use. Consultants must consider transport destination variables such as the potential for restaurants, entertainment, sports, and leisure, education and schooling, health care provision, government and public services representations, markets, shopping and retail, office and work areas Identify potential for higher density around selected TOD areas Identify legal and planning constraints Identify potential benefits and costs Set up TOD strategy for one selected location Final compilation and planning Consultants must compile interventions in four main categories under one single investment and implementation plan, indicating total costs, benefits, and investment and disbursement plan. Financial structure Consultants are required to produce a financial structure, based on potential GCF resources, and counterpart financing. Potential additional financial sources from private or public funds should be identified. The structure must consider taxes and levies applicable. Potential for GHG emission reductions The consultants must elaborate an estimate for potential GHG emission reductions as a result of increased SETP or NMT ridership. Team experience and composition and required expertise The consultant s team must be integrated by the specialists from the following fields: Urban planner / Architect with experience in urban infrastructure and equipment Urban planner/architect with experience in TOD and NMT features Transport specialist with knowledge and experience in integrated transportation systems integrating various modes of transport NMT specialist, with experience in promoting and monitoring NMT systems and usage Financial consultant with knowledge of market and with experience in project structuring Landscape designer, with experience in urban landscape for public spaces Civil engineer or similar, with experience in road development, urban structures Water engineer with experience in urban drainage and stormwater catchment Geotechnical and topography specialists Environmental specialist with experience in sustainable transport promotion Supervision and coordination The consultant must report to the Secretariat of Planning, who will act as the city s supervisor, for technical feedback and to CAF for administrative, contractual matters. All proposed interventions require an early consultation with the city s supervisor. Work plan and timetable The study is to last 5 months. The consultant is required to include in its proposal a timetable depicting the following stages: inception, feasibility, final proposals. Deliverables The consultant will have to produce the following deliverables: Work plan and inception report, 2 weeks after signing of contract

24 GREEN CLIMATE FUND PAGE 23 OF 61 Mid-term report, 10 weeks after contract signing, indicating all analysis and proposed measures. This report must include maps, GHG potential, and diagrams and sketches indicating proposed measures, costbenefit analysis, and investment phasing Final report 2 weeks after feedback on Mid-term report Summary report Presentation of proposed measures to city and CAF representatives Budget The total budget for this study is USD230,000 Payment Payment will take according to deliverables as follows: 15% at Inception Report and Work Plan 45% at Mid-Term Report 30% at Final Report 10% after final presentation

25 GREEN CLIMATE FUND PAGE 24 OF 61 Annex 3 Terms of Reference Feasibility Study for Sustainable Transport Investment Plan in the city of Pasto 1. INTRODUCTION 1.1. Diagnosis and background In accordance with an Urban Mobility Study carried on ten years ago (Duarte & Gutterman, 2006) Pasto was predominantly a pedestrian s city. In that time, Household surveys and O-D matrixes revealed that most of urban daily trips (about ) were made by walking, with a 38% of modal share. Transit accounted 31% of trips, followed by automobiles (14%), Motorcycles (8%), taxis (5%), cycles (1%). This finding implies that Pasto citizenship has being moving traditionally on sustainable modes and that walking has a cultural rootedness that should be protected and empowered, most of all when urban perimeter is less than two miles as shown in Figure X (Gehl, 2014). Average travel time is also low: 21,4 minutes (Uniandes, 2011)

26 GREEN CLIMATE FUND PAGE 25 OF 61 Figure X. Walking distances vs city perimeter. Unfortunately, nowadays there is not an updated municipal modal share neither O-D matrixes for all transport modes. Instead of it, a study were conducted in 2015 (Mobilé-Icolvias) in order to design the financial, legal and operative framework for putting in place the Strategic Public Transport System (SETP), called Avante2. This study found out that, despite the relatively low annual population-growing rate (1,4%), transit demand is decreasing at 3,8% per year and private vehicles fleet is increasing at an annual rate of 14,9 and 8,2% for motorcycles and automobiles, respectively. This implied that between 2003 and 2012 the motor fleet grown from registered vehicles to The impact of this phenomenon on transit demand is evident: By 2015 daily transit trips were estimated at attended with a 490 buses fleet along 550 kms of routes. Other trips are made in illegal public transport; thus it is supposed that SETP should attend about trips per day when it begins to opperate. On the third quarter of 2017 the municipality, through Avante, will contract the update of O-D matrix and the elaboration of a Mobility Master Plan, including a set of strategies, programs and projects on transit, non-motorized transport, travel demand management, on-street parking, regional connectivity, inter allia. It is expected that PPF may support detailed designs for specific measures aligned with this Plan, which shall be published on the second quarter of Policy instruments and urban mobility targets Recognizing this reality, the Municipality has developed two mayor policy instruments that enable public investment for sustainable transport: a. Land Use Plan (POT): In order to protect and enhance walking and cycling, POT established in 2009 a clear infrastructure target: to enable 18.8 km of high quality pedestrian corridors, and to build 53 km of new cycle tracks. This target emphasizes on NMT promotion inside the historical city center, especially in the surroundings of the main square, Plaza de Nariño. In accordance with a POT impact assessment delivered by the Municipal Planning Office in 2012, just 2.5% and 1.6% of pedestrian and cycling infrastructure targets were achieved. There are not huge advances on that since then. Thus, it is evident that there is still a way ahead for fulfilling NMT goals. POT was updated on 2015 and will be valid until There, it is recognized that the mobility system should provide sustainable access to urban goods and services, so it is not understood as a simple compendium of streets and roads. Super-blocks concept was adopted as the new urban planning cell aiming to increase pedestrian traffic from 40 to 70% in some neighborhoods, especially at Borough 1, the city center. More over, the potential cycling network was expanded setting a new target of 105 km of cycling tracks and a bike-share system was also foreseen as complement of transit services. 2 The SETP is a joint effort made by the City and the National Government for setting up a well organized transit system with a centralized fare collection and fleet management. It is framed on the National Policy on Urban Transport (PNTU) and aims to provide high quality transit services to protect and enhance modal share of this mode.