BOSNIA AND HERZEGOVINA MINISTRY OF TRAFFIC OF SARAJEVO CANTON GRAS OF SARAJEVO CANTON

←文字上 / 上から 70mm DATA COLLECTION SURVEY ←文字上 / 上から 75mm ON PUBLIC TRANSPORTATION IN SARAJEVO CANTON, BOSNIA AND HERZEGOVINA

FINAL REPORT

←文字上 / 下から 95mm

January 2020 ←文字上 / 下から 70mm

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

NIPPON KOEI CO., LTD. EI JR 20-008 BOSNIA AND HERZEGOVINA MINISTRY OF TRAFFIC OF SARAJEVO CANTON GRAS OF SARAJEVO CANTON

←文字上 / 上から 70mm DATA COLLECTION SURVEY ←文字上 / 上から 75mm ON PUBLIC TRANSPORTATION IN SARAJEVO CANTON, BOSNIA AND HERZEGOVINA

FINAL REPORT

←文字上 / 下から 95mm

January 2020 ←文字上 / 下から 70mm

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

NIPPON KOEI CO., LTD.

Bosnia and Herzegovina

Study Area Central Sarajevo Canton

Bosnia and Herzegovina

Belgrade

Croatia Serbia

Montenegro Bosnia and Herzegovina

0 300km © OpenStreetMap contributors

Study Area：Central Sarajevo Canton

Sarajevocity Tunnel

M5 （Arterial road） Sarajevo Central Station

Sarajevo International Airport 0 1 2 km

Location of Study Area

Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

TABLE OF CONTENTS Location Map Table of Contents Abbreviations Glossary Chapter 1: Introduction ...... 1-1 Background ...... 1-1 Study Objective ...... 1-1 Counterpart and Related Organizations ...... 1-1 Study Area Conditions ...... 1-2 SC as Growth Pole in Federation of Bosnia and Herzegovina ...... 1-2 SC as One of the Major Tourist Destinations in FBiH ...... 1-3 Population and Employment in Sarajevo Canton ...... 1-3 Current Spatial Development and Urban Functions ...... 1-4 Study Schedule ...... 1-5 Study Team Organization ...... 1-6 Chapter 2: Current Plans and Policies on Public Transport ...... 2-1 Development Policies and Transportation in Sarajevo Canton ...... 2-1 Urban Management System ...... 2-1 Overview of Development Strategy for Sarajevo Canton ...... 2-3 Statutory Plans for Urban Development in Sarajevo Canton ...... 2-6 Public Transport Policy and Transport Planning ...... 2-9 Administration of Transport Sector ...... 2-9 Public Transport Policy in Sarajevo Canton ...... 2-11 Transport Planning in Sarajevo Canton ...... 2-17 International Cooperation on the Public Transport in Sarajevo Canton ...... 2-17 United Kingdom Government ...... 2-17 European Bank for Reconstruction and Development (EBRD) ...... 2-18 Other Urban Sector Plans and Projects Assisted by International Organizations . 2-19 International Cooperation ...... 2-21 Chapter 3: Traffic Situation ...... 3-1 Introduction ...... 3-1 Summary of Traffic in Sarajevo Canton...... 3-1 Road Network ...... 3-1 Traffic Volume ...... 3-2 Public Transportation ...... 3-3 Other Transport Hubs ...... 3-5 Vehicle Registration of Sarajevo Canton ...... 3-5 Traffic Volume and Traffic Characteristics in Sarajevo Canton ...... 3-5 Vehicle Type Ratio (vehicle basis) ...... 3-6 Monthly Traffic Volume ...... 3-6 Time Series Data ...... 3-7 Comparison of Traffic Volume on Weekdays and Holidays ...... 3-7 Pedestrian and Bicycle Traffic Volume ...... 3-8 Estimation of Modal Split Rates ...... 3-8

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Traffic Policies and Regulations ...... 3-11 Parking Regulations ...... 3-11 Current Situation of Parking Lot and Traffic Regulation ...... 3-12 Parking Conditions ...... 3-14 Evaluation of the Current Parking Situation ...... 3-15 Traffic Survey ...... 3-16 Targeted Traffic Survey Cross Section ...... 3-16 Pedestrian and Bicycle Count Survey ...... 3-17 Average Occupancy Survey ...... 3-19 Passenger Boarding and Alighting Survey ...... 3-19 Estimation of Modal Split Rates ...... 3-22 Chapter 4: Analysis of Public Transport Services in Sarajevo Canton ...... 4-1 Introduction ...... 4-1 Passenger Public Transport in Sarajevo Canton ...... 4-2 Passenger Volume ...... 4-2 Sample Survey for the Number of Passengers on the Major Routes ...... 4-3 Operation of Public Transportation in Sarajevo Canton ...... 4-17 Trends in the Number of Operations per Day ...... 4-17

Current Situation of Transportation Hub ...... 4-21 Survey of Congestion Rate at Major Points ...... 4-47 Public Transportation Vehicles ...... 4-48 GRAS Vehicles ...... 4-48 Centrotrans Vehicles ...... 4-52 Public Transportation Infrastructures ...... 4-53 Current Situation on Tram Stops and Bus Stops ...... 4-53 Tram Tracks ...... 4-53 Current Situations and Issues of Depots ...... 4-54 Traffic Operators of GRAS ...... 4-55 GRAS Organization ...... 4-55 Labor Environment and Labor Union ...... 4-55 Trends and Composition of Employees ...... 4-56 Analysis of GRAS Financial Statement ...... 4-59 Productivity of the Transportation Business ...... 4-61 Productivity of GRAS Transportation Business...... 4-61 Productivity of Centrotrans Transportation Business ...... 4-63 Chapter 5: Environmental Impacts of Transport Sector ...... 5-1 Introduction ...... 5-1 Laws and Regulations ...... 5-1 Ambient Air Quality ...... 5-2 Pollution Loads from Different Pollution Sources ...... 5-6 Causes of Excessive Air Pollution from Traffic Sector ...... 5-8 Ongoing and Planned Countermeasures ...... 5-9 Ongoing Countermeasures ...... 5-9 Planned Countermeasures ...... 5-10

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Air Pollution Reduction Effect of CNG Bus Introduction ...... 5-12 Chapter 6: Issue Analysis of Public Transportation in Sarajevo Canton ...... 6-1 Issues of Public Transportation in Sarajevo Canton ...... 6-1 Issues of Public Transport Policy ...... 6-2 Issues of Facility Plan ...... 6-3 Issues of Business Operation...... 6-5 Issues of Operation Management ...... 6-6 Issues of Vehicles and Maintenance ...... 6-7 Issues of Convenience of Public Transportation ...... 6-7 Interrelationship of Issues on Public Transportation ...... 6-8 Proposal of Countermeasures for the Issues ...... 6-9 Vision for Improvement of Public Transportation in Sarajevo Canton ...... 6-9 Proposal of Countermeasures for Vision Achievement ...... 6-10 Action Plan for Vision Achievement Timeline...... 6-17

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Abbreviations Abbreviation Official Name BiH Bosnia and Herzegovina BAM Bosnia and Herzegovina Konvertibilna Marka CAGR Compound Annual Growth Rate CCTV The meaning of surveillance camera with Closed Circuit Television CNG Compressed Natural Gas CO Carbon Monoxide CS City of Sarajevo EBITDA Earnings Before Interest Taxes Depreciation and Amortization EBRD European Bank for Reconstruction and Development EEA European Environment Agency EMEP European Monitoring Evaluation Program EU European Union FAO Food and Agriculture Organization of the United Nations FBiH Federation of Bosnia and Herzegovina FHMZ Federal Hydrometeorological Institute GDP Gross Domestic Product GIS Geographical Information System GIZ The Deutsche Gesellschaft für Internationale Zusammenarbeit GPS Global Positioning System GRAS Sarajevo Canton Municipal Transport Kantonalno Javno Komunalno Preduzeće – Gradski Sobraćaj Sarajevo GrCF Green City Framework ITS Intelligent Transport Systems JICA Japan International Cooperation Agency KEAP Cantonal Environmental Protection Plan NMVOC Non-methane volatile organic compound NO2 Nitrogen Dioxide NOx Nitrogen Oxides O3 Ozone OECD Organization for Economic Co-operation and Development PCU Passenger Car Unit PM2.5 Particulate matter 2.5 micrometers or less in diameter PPP Public Private Partnership PR Public Relations PwC PricewaterhouseCoopers SC Sarajevo Canton SME Small and Medium Enterprise SO2 Sulfur Dioxide SOx Sulfur Oxides SUMP Sustainable Urban Mobility Plan SUMSEEC Sustainable Urban Mobility in South-East European Countries” UNDP United Nations Development Programme UNFCC United Nations Framework Convention on Climate Change UNICEF United Nations Children's Fund USAID United States Agency for International Development ZPRKS Development Planning Institute of Sarajevo Canton ZZJZKS Public Health Institute of Sarajevo Canton

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Glossary Technical Term Meaning In the case of a bus, the path that the bus operates on. A line name is given to a group Line of operation points. Route The specific route on a line. Mode Transportation means. Total Driving Distance The operational route. Data showing passenger traffic volume. Cumulative number of "passengers x Passenger Km traveling distance (km)" Number of Passengers Number of passengers on a vehicle passing a tram stop or bus stop. Average of kilometer per passenger divided by vehicle capacity. In GRAS, the vehicle Passenger Load Factor capacity is calculated at 5 persons / m2 according to the vehicle floor area excluding the area of the seats and add the number of the seats. Number obtained by adding the number of passengers riding for city center and the number of passengers alighting for suburb at each stop. It is possible to grasp the Origin Passengers passenger riding tendency on the suburbs (whether they are getting on the suburbs at a stretch or gradually getting on). Number obtained by adding the number of passengers riding for suburb and the Destination number of passengers alighting for city center at each stop. It is possible to grasp the Passengers tendency of passengers to get off at the city center (whether they are getting off at the city center or getting off gradually). Rail Corrugation A continuous unevenness that occurs when the rail surface wears at regular intervals. Track irregularity The shape of the rail in the left-right or longitudinal direction changes. Cost per Km of The cost per kilometer for each passenger. This is the basis for determining the fare Passengers. amount. Availability Vehicle Percentage of vehicles that are actually moving, excluding for those that are out of Rate service. Availability Vehicle A vehicle that is actually moving, not out of service vehicle. Transport Hub A place where many passengers change to different transportation facilities. Operation Schedules The crew's daily schedule. In Service Running with passengers (Antonym of the forwarding) Operational Vehicle Vehicles actually used for operation. Out-of-Service A vehicle that is out of operation and stored. There is also the possibility of scrapped Vehicle vehicles or just stored. Number of Passengers The density of passengers on the vehicle. Passenger km divided by total driving per Vehicle distance. Average of Kilometer Average distance traveled per passenger. Passenger kilometer divided by Number of per Passenger passengers. Scheduled Speed The distance of the service section divided by the total time required. Number of Passengers The number of passengers carried by the transport on a certain date or period. Flat-fare System The same fare system irrespective of the distance of boarding. A border bus stop will be set up at a fixed distance (approximately 1 to 2 km). In addition, it is a system in which the fare amount is obtained by multiplying the Distance Scale Rate distance of the boundary bus stop outside the actual boarding area by the standard Fare System “Cost per kilometer of passengers”. This system is suitable for routes with relatively large variations in the distance per passenger. A system that sets section boundaries that take into account convenience and demand Section Fare System and sets the fare corresponding to the number of sections. Transport Density Average number of passengers per km per day. In order to check for illegal rides, a staff who gets in the vehicle only in random Inspector section and checks the ticket. A crew who is always in the vehicle and sells tickets, checks tickets, and provides Conductor guidance to passengers.

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Introduction

Background

Central Sarajevo Canton (SC), which is the study area of this survey, is the largest city in Bosnia and Herzegovina (BiH) with a population of approximately 440,000. Public transportation is comprised of trams, trolleybuses, and other modes. However, due to economic stagnation in recent years and financial difficulties of the Sarajevo Canton Municipal Transport (GRAS), infrastructure replacement has not progressed, and the level of transportation service has deteriorated. In addition, traffic congestion and air pollution have become serious problems due to the increased use of private vehicles. Upgrading public transportation and resolving air pollution are important issues in Sarajevo Canton. The country of Bosnia and Herzegovina is an almost landlocked and located in the Balkan Peninsula. It has an area of 51,000 km2 and is bordered by Croatia to the north and southwest, Serbia to the east, and Montenegro to the southeast. Although it has a narrow coast along the Adriatic Sea that is approximately 20 km long, only a small fishing port exists and the topography cannot allow large ships to enter. Dinaric Alps, a rugged mountain range with an average elevation of approximately 700 m, forms the border with Croatia in the southern part. Its geological characteristics result to a continental climate having intense winters and torrid summers. Since the Dayton Agreement, or the General Framework Agreement for Peace, in November 1995, BiH has been composed of the Federation of Bosnia and Herzegovina (FBiH), the Republika Srpska (the Republic), and the Brčko District. The total GDP of BiH was USD 16.9 billion in 2016.

Study Objective

In response to a request from the BiH government, this survey is conducted with the objective of collecting and summarizing data on public transportation in BiH to be used as the basis for the formulation of a transport strategy in Sarajevo Canton. The Study puts emphasis on issues in the current situation of public transportation that are impeding its improvement.

Counterpart and Related Organizations

a) Counterpart Organizations - Ministry of Traffic, Sarajevo Canton - GRAS, Sarajevo Canton

b) Related Organizations - Development Planning Institute of Sarajevo Canton (ZPRKS) - Municipality (Centar, Novi Grad, Novo Sarajevo, Stari Grad) - RAD - Private Bus Operator (Centrotrans) - European Bank for Reconstruction and Development (EBRD) - Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) - British Embassy

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Study Area Conditions

The study area is shown in Figure 1.4.1. - Sarajevo City consisting of four municipalities (Centar, Novi Grad, Novo Sarajevo, Stari Grad: 143.8 km2) - Peri-urban municipalities (Vogošća, Hrasnica etc.)

Ilijas

Vogosca Vogosca Centar

Novi Grad Stari Grad Ilidza Novo Sarajevo Hadzici Hrasnica

＜Legend＞ Trnovo Sarajevo Canton (Population: 413,593) Sarajevo City（Population: 290,322） Source: Population Census in 2013

Source: JICA Study Team

Figure 1.4.1: Study Area

SC as Growth Pole in Federation of Bosnia and Herzegovina Sarajevo Canton (SC) has the second biggest population in the Federation of Bosnia and Herzegovina (FBiH). Only Sarajevo Canton shows an increase in population in the recent five years (2013-2017) among the cantons in FBiH as shown in Figure 1.4.2. SC also plays a core role in economic development with the highest total earnings in FBiH. The tertiary sector of commercial business and services has the predominant share (86.7%) in the compensation of employees in SC followed by the secondary sector (e.g., food industry manufacturing). Taking account of the advantages of socio-economic accumulation and concentration in SC, it is assumed that this trend would not continue unless strong intervention is taken by large-scale economic development in other cantons, where sufficient infrastructure and urban services have been developed comparatively.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Note: Cantons in BiH: USK = Unsko-Sanski, PK= Posavski, TK= Tuzlanski, ZDK= Zeničko-Dobojski, BPK= Bosansko- Podrinjski, SBK= Srednjobosanski, HNK= Hercegovačko-Neretvanski, ZHK= Zapadnohercegovački, KS= Sarajevo, K10= Canton 10, Earnings were calculated by average wage multiplying numbers of employments by sector in each Canton of FBiH Source: Demographic analysis of the SC and FBiH period 2013-2017, Agency for Statistics of Bosnia and Herzegovina, Sarajevo Canton Planning Institute

Figure 1.4.2: Population Change 2013-2017 and Earnings by Cantons in the FBiH

SC as One of the Major Tourist Destinations in FBiH Tourism sector plays an important role in the economic development in the SC, where urban tourism with historical heritages, gastronomy, handicrafts, and other cultural activities attract a lot of tourists from various countries. 45.7% of the total visitor arrivals (922,000) to BiH in 2017 visited SC as one of the primary destinations of BiH. The trends of visitors are considered based on their increase and length of stay by market source regions (Europe, Balkan, Middle East, Asia, and others). The tourists from the Middle East have increased rapidly in the past four years (2014-2017) followed by those from Europe and had the longest length of stay (2.4 days) in comparison with the other regions’ visitors. Figure 1.4.3 indicates the visitor arrivals and visitor’s length of stay by canton in FBiH.

Note: Municipalities in Sarajevo Canton: SGS = Stari Grad, CS= Centar Sarajevo, NS= Novo Sarajevo, NGS= Novi Grad, IZ= Ilidža, VS= Vogošća, HZ= Hadžići, IJ= Ilijaš, TV= Trnovo, CAGR = Compound Annual Growth Rate (2013-2017) Source: Demographic analysis of the SC and FBiH period 2013-2017 Sarajevo Canton Planning Institute, Canton Sarajevo in Numbers 2018 / Statistics of Institution for Statistics of FBiH

Figure 1.4.3: Visitor Arrivals and Length of Stay by Canton in FBiH (2014-2017)

Population and Employment in Sarajevo Canton Figure 1.4.4 shows the distribution and change of population (2013-2017) and employment (2017) of SC. The City of Sarajevo consisting of four municipalities of Stari Grad, Centar Sarajevo, Novo Sarajevo, and Novi Grad has kept a predominant share of the population and employment in SC. The City of Sarajevo, as an older urban settlement, accounts for 65% of the population and 75% of employment in SC.

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The population growth (2013-2017) is observed in peri-urban municipalities such as Ilijas, Vogosca, and Ilidza, which implies that urban sprawl has advanced gradually to urban fringes and rural areas.

Sarajevo City Sarajevo City

Note: Municipalities in Sarajevo Canton: SGS = Stari Grad, CS= Centar Sarajevo, NS= Novo Sarajevo, NGS= Novi Grad, IZ= Ilidža, VS= Vogošća, HZ= Hadžići, IJ= Ilijaš, TV= Trnovo, CAGR = Compound Annual Growth Rate (2013-2017) Source: Demographic analysis of the SC and FBiH period 2013-2017 Sarajevo Canton Planning Institute, Canton Sarajevo in Numbers 2018 / Statistics of Institution for Statistics of FBiH

Figure 1.4.4: Population Change (2013-2017) and Employment (2017) by Municipalities in SC

Current Spatial Development and Urban Functions The urbanization of SC has been influenced by geographical conditions of the Sarajevo Valley along the Miljacka River (a tributary of the Bosna River) and hilly skirts of the Dinaric Alps. The urbanized area has stretched in the east-west direction and spread to the hills due to limited flat plains in the valley, and key urban functions (administration, commercial, business, and industry) have been developed in this east-west corridor. On the other hand, ribbon developments are taking place along M17 and Corridor Vc (A1) in narrow valleys and M18 in the hilly area. The SC government has promoted industrial developments by “Industrial Zone” along M17 and M18 introducing logistics and manufacturing industries. These developments take advantage of accessibility to the Corridor Vc (A1) highway as the key high-standard international expressway and a part of the Pan-European transport network in BiH. One of the notable movements in recent years is the new urban development around the tram terminal in Ilidza, where hotels, universities, shopping centers, business centers, and recreational facilities have been developed in the past decade. Figure 1.4.5 shows key urban functions and development trend in SC.

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To Zenitca M18 Urban Center of Sarajevo Canton

Urban Sub-center

Key Tourist Destination (historical heritage of Sarajevo)

Shopping Center/Market Corridor Vc (A1) University/College Major Hospital

Industrial Zone

General Industry/Logistic/Wholesale Area

Urban sprawl in hilly area

Urban sprawl in plain basin

Suburban infill development (2002~2018)

M18

Corridor Vc (A1) To Mostar

M05

M05

M17 Sarajevo Canton Boundary

Sarajevo Municipality Boundary International Airport Urban Area Boundary (designated) Existing urban settlements

Major working place (commercial & M17 business, industry, administration)

Major historical urban fabric

M18 To Mostar

Source: JICA Study Team based on the Existing Land Use Map 2016 by the Development Planning Institute of Sarajevo Canton Figure 1.4.5: Key Urban Functions and Development Trend in SC

Study Schedule

The study is to be conducted within the contract period of approximately nine months from February 2019 to November 2019. Preparatory works in Japan, on-site surveys, and discussions and consultations with BiH and the Japan International Cooperation Agency (JICA) sides are to be carried out prior to the submission of the final report. The work plan is shown on Table 1.5.1.

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Table 1.5.1: Work Plan

Source: JICA study team

Study Team Organization

The related organizations of the study is shown in Figure 1.6.1.

Source: JICA Study Team

Figure 1.6.1: Related Organizations of the Study

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Current Plans and Policies on Public Transport

Development Policies and Transportation in Sarajevo Canton

Urban Management System

Types of Statutory Plans Urban planning in Sarajevo Canton is composed of the following four-layer statutory plans: 1) Development Strategy 2) Spatial Plan at the levels of canton, municipalities, and special interest areas, 3) Urban Plan adapted to urban areas for particular urban issues designated by the spatial plan, and 4) detailed plans for the implementation of the spatial plan and the urban plan, such as regulatory plans (zoning and regulation) with the legally binding power, urban projects, and subdivision plans. Transportation, infrastructure, environment, and natural resource protection are important sectors that are planned by wide-area planning authorities above the municipal level, such as the Canton or FBiH. Table 2.1.1 summarizes the roles of each administration, planning area, period, scale, and the approval authorities by plan.

Table 2.1.1: Roles in Planning by Administration at the Canton Level (Socio- Detailed Plan Transportation economic) Spatial Urban Project/Sub- Plan and Regulatory Development Plan Plan* division Other Sector Plan Strategy Plan Plans

e FBiH 〇 〇 〇 〇 〇 ●A v

Canton ●B ●B 〇 〇 〇 ●B

level Sarajevo City ●B ●B ●B 〇 ●B 〇B/C

Administrati Municipality ●C ●C ●C ● ●C 〇C Within Planning Area J.A.A J.A.A D.U.A J.A.A J.A.A D.U.A Minimum Planning Period 3~5 years 20 years 20 years 5 years 5 years n.c.s 1/10,000~ 1/2,500~1/ 1/250~ 1/250~ Planning Scale Non scale n.c.s 1/50,000 5,000 1/1,000 1/1,000 Authority SKS/GS/OV SKS GS//OV* OV GS//OV* n.c.s Approval MPZKS MPZKS Consultation RSHs GS/OV* MPZKS/GS n.c.s /GS /GS Note: FBiH = Federation of Bosnia and Herzegovina, Urban Plan is adapted to the urban area to be delineated. Legend: ●＝Main role and responsibility, 〇＝Supporting role, and responsibility (e.g. budgeting, reviewing, coordinating, consulting, Gazetting) A = inter-Canton aspect (e.g. infrastructure and telecommunication, environment and natural resource protection), B = inter- Municipal, C = aspect within local government (Municipality) J.A.A = Jurisdictional area of each administration (e.g. canton, city, municipality, etc), D.U.A = designated urban area MPZKS = Minister of Ministry of Physical Planning, Construction and Environmental Protection -Sarajevo Canton, SKS = Sarajevo Canton Assembly, GS = Mayors of city, OV = Municipal Council, RSHs = relevant stakeholders * in case of outside of Sarajevo City, n.c.s = not clearly stipulated in the relevant laws for spatial planning and land management Source: JICA Study Team based on the Law on Physical Planning and Land Use (FBiH Gazette 2/06, 72/07, 32/08, 4/10, 13/10), Law on Spatial Management of the Canton Sarajevo (KS Gazette 24/17)

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Permit System for Urban Development The urban development in Sarajevo Canton is controlled by a permit system for land development and construction. There are three-phased steps to obtain necessary permits: 1) urban permit for development scale and technical planning conditions at a site, 2) construction permit with legal documents and technical documents for construction, and 3) use permit by final confirmation of documents for construction. Each step requires submission of necessary application documents to each urban planning department of the jurisdictional municipality for screening and permits. In some cases, the process requires the permits of other authorities at the level of FBiH or SC. In this process, there are some development conditions for road and transportation (e.g., access road and parking) to be appraised in the step of the urban permit. Table 2.1.2 summarizes the development permit system by three steps for development and construction permits and responsible authorities.

Table 2.1.2: Steps for Approval and Permit System by Relevant Administrations of SC Authority for Approval/Permit Type of Deliberation on Key Contents of STEPs Municipality Permit FBiH Office (A) Canton Office (B) Documents (Mayor)

 Environmental permit  Surface area: over if required 5,000 m2 is to be  Site physical feature  Within the boundaries approved by the  Environment condition Urban Urban of national Canton Office  Utilities access to a site STEP 1 Planning monuments Permit  Opinions on  Department Urban technical specification  Construction covering consistency with for planned construction two or more cantons statutory plans  Number and area of parking*  Free custom zone and regulations

In case that a plan Review the  Valid Urban Permit Urban submitted does not fit application and  Construction Evidence (ownership, STEP2 Planning with or in compliance accompanying cadaster, etc.) Permit Department with the statutory plans’ documents, if  Technical documents (e.g. requirements required design, feasibility study)

 Construction Permit Urban Not specifically Not specifically unless  Evidence of cadaster Planning unless special special conditions at the  STEP 3 Use Permit Department/ conditions at a Construction data (location, federation level are contractor, statement, etc.) Technical canton level are required  Commission required Approved technical documents (structural audit) Note: (A): FBiH Ministry of Physical Planning. (B) KS Ministry of Physical Planning, Construction and Environment Protection, * Parking is regulated by the KS parking regulation (Gazette No.25/16) Source: Investors Construction Manual 2009 / USAID

Development Planning Institute of Sarajevo Canton The Development Planning Institute of the SC (“ZPRKS”), the competent agency for planning formulation in the Canton, has played a pivotal role not only in formulating statutory plans and relevant physical development and management plans, but also in drafting and consulting spatial plans, urban plans and detailed plans for municipalities in the Canton. The planning services of the ZPRKS ranges over various planning aspects from spatial, physical development, and management, including transportation and infrastructure to socio-economic, institutional analyses, and environment planning using geographical information system (GIS).

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The ZPRKS is one of the main authorities to be involved in the planning process of the transportation sector (including the public transport system). Table 2.1.3 summarizes activities and services of seven divisions in the ZPRKS.

Table 2.1.3: Organization and Key Activities and Services of the Development Planning Institute of SC Division Activities and Services

 Development planning service 1. Special Planning  Services for the protection of natural and cultural-historical heritages Division  Environmental protection and improvement service.

 Regulatory plans service for the urban area of the city  Regulatory plans for the urban area outside urban municipalities 2. Detailed Planning  Planning documentation for outside urban areas Division  Urban planning and elaborate service  Expert opinion services.

 Transportation/traffic service 3. Infrastructure  Hydro-engineering service Division  Department of energy  Service for spatial planning of infrastructure development planning service 4. Socio-economic  Research and strategic planning service Development  Project management service (public investment program) Planning Division

 Database production 5. GIS Division  Geodetic graphic database

6. Technical  Public procurement service Preparation Division  Services for preparation of spatial planning documentation. 7. Legal, General and  Legal and general affairs service Accounting Affairs  Accounting service Division Source: Website of the Planning Institute Sarajevo Canton

Overview of Development Strategy for Sarajevo Canton The development strategy of Sarajevo Canton is formulated following the Economic Reform Programme at the national and the federation levels as the upper-tier plans. In the transportation sector, the Framework Transport Strategy is formulated at the national level. Figure 2.1.1 illustrates the outline of these strategies.

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Bosnia and Herzegovina Federation of BiH Sarajevo Canton

ERP-BiH 2017-2019 ERP-FBiH 2017-2018 DSSC 2020 • Improving quality of public • Integrated growth with Five strategic objectives finance international connectivity • To improve the • Harmonizing and • Smart growth with administrative and business coordinating industrial competitive economy environment Socio- policies • Sustainable growth with • To increase employment economic • Enhancing competitive nature and its potentials and create new, better-rated, Development tourism • Inclusive growth with health jobs • Strategy for transport, improvement • To create conditions for energy and environment • Smart management with EU inclusive social and sectors funding economic growth • Public administration • To improve the reform development management system FTS-BiH 2015-2030 (In FBiH Section) To manage the environment, space, natural and • Financial sustainable • Financial sustainability in actions (institution, funding, railway and airport infrastructural resources etc) operations - Low emission bus and Transportation • Comply with EU standard • FBiH legislation to EU vehicles Development and regulations directives in railway system - Rehabilitation of public • Vehicle emission by EU • FBiH legislation onr vehicle transport standard emission - Others • Safety and information by • Alignment to EU policies legislative intervention for road safety Source: ERP-BiH2017-2019 = the Economic Reform Program of BiH (2017-2019), ERP-FBiH 2017-2018=the Economic Reform Program of FBiH (2017-2018), DSSC 2020 = Development Strategy of the Sarajevo Canton until 2020, FTS-BiH 2015-2030 = the Framework Transport Strategy of Bosnia and Herzegovina 2015-2030 Figure 2.1.1: Development Strategy for Sarajevo Canton and Upper-tier Plans

National Level BiH has formulated “Strategic Framework for BiH” in 2015 and considers “Economic Reform Programme (ERP)”, the following three-years plan submitted to European Committee (EC), as the basic polity for the socio-economic development at the national level. Under the framework of the Economic Reform Programme of BiH, the policies and mid-term goals of FBiH were set under the economic modernization process through the reforms in considerations with macroeconomic stability, competitiveness, sustainable development, employment, social inclusion, and EU integration. In the transportation sector, the Framework Transport Strategy of Bosnia and Herzegovina 2015-2030 (FTS-BiH) was formulated at the national level in 2016 with the assistance of the United Kingdom. It is a comprehensive plan that includes programs for FBiH taking account of transport connectivity and institutional measures based on the local context. The transport strategy gives priority to the formulation of the regional road network for the economic development in FBiH. Enhancing the modal shift is one of the strategic objectives relating to public transport in FBiH, although the FTS-BiH does not include the strategy for the urban transport system.

Federation Level At the entity level, the Economic Reform Programme of FBiH (2016-2018) has been formulated under the program of Economic Reform Programme (2016-2018) of BiH to direct the economic development for the SC.

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Development Strategy of Sarajevo Canton until 2020 At the Canton level, the Sarajevo Canton Development Strategy by 2020, as a five-year official plan, was formulated in 2016. This development strategy describes a vision of development– “The Sarajevo Canton is a European, dynamic, creative and culturally diverse region of pleasant living and profitable business”. It also shows five strategic objectives involving 22 priority objects in association with 69 measures and 238 projects for SC to achieve the development vision, taking account of thematic and regional development frameworks of the European Union (“EU”). The five strategic objectives mentioned above are: 1. To improve the administrative and business environment to accelerate economic growth and improve the economic structure to increase exports of goods and services 2. To increase employment and create new, better-rated jobs 3. To create conditions for inclusive social and economic growth and poverty reduction and to improve availability and reliability of all public services 4. To manage the environment, space, natural and infrastructural resources in a responsible manner 5. To improve the development management system of SC Table 2.1.4 shows the key excerpts of projects for the transport sector and urban developments in the Development Strategy.

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Table 2.1.4: Strategic Objectives and Key Selected Projects in the Sarajevo Canton Development Strategy by 2020 Strategic Objectives Key Selected Projects for the Transportation Sector and Urban Development Sector

 Building a technical infrastructure system for analysis of product compliance with EU standards and criteria

 Creating a research infrastructure development plan as a prerequisite for joining 1. To improve the administrative the EU Research Infrastructure Network and business environment  Design and installation of tourist traffic maps in foreign languages with bus, and improve the economic railway, and tram lines structure  Improvement of existing infrastructure and construction of new business zones for SME in Sarajevo Canton

 Establishment of strategic human resource management in Cantonal Public Companies 2. To increase employment and  Public works and public investment projects with employment create new, better-rated, jobs  No other relevant projects specifically for the sectors

3. To create conditions for  Creation of a program for addressing the housing needs in the state of social need, inclusive social and economic according to the principle of social housing in SC for the period 2016-2020

growth and poverty reduction  Construction and improvement of sports infrastructure in SC and to improve availability and reliability of all public  Improve the protection of cultural and historical heritage services

 Prevention, rehabilitation, and monitoring of landslides

 Conversion of existing and procurement of new buses and vehicles powered by compressed natural gas (CNG) in public and private companies in SC

 Realization of the project "Green energy for the green city" 4. To manage the environment, space, natural and  Reconstruction, construction and maintenance of roads, underpass, overpass, infrastructural resources in a intersection including Route-5 improvement under the public investment program responsible manner  Rehabilitation and optimization of public transport

 Improvement of pedestrian and bicycle traffic

 Construction of treatment plants and sewer networks

 Natural gas network development and promotion in household use

 Introduction of fees for use of urban construction land

5. To improve the development  Introduction of PPP mechanisms and models to increase public investment volume management system  Develop a Special Research Program of relevance for SC (for purposes of physical planning, urban planning, monitoring, strategic planning evaluation) Source: Development Strategy of the Sarajevo Canton until 2020

Statutory Plans for Urban Development in Sarajevo Canton

Spatial Plan of Sarajevo Canton for the Period from 2003 to 2023 The spatial plan of SC for the period from 2003 to 2023 was formulated in 2006 in accordance with the laws on Physical Planning of the Federation of Bosnia and Herzegovina (Official Gazette of the FBiH: No. 52/02) and Physical Planning of Canton Sarajevo (Official Gazette of the SC No. 10/04). After establishing the Development Strategy of Sarajevo Canton in 2016, the spatial plan in 2006 was revised in 2016 to fit with current development conditions and the development strategy. Table 2.1.5 shows development framework indicators of Sarajevo from 2003 to 2023. From the original plan (2006), the target GDP and employment increased by 17% and 15%, respectively. The Canton's population framework has not been changed in the amended plan (2016), although the population of each municipality was revised with a range of 1000-2000.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

The spatial plan (2006 and 2016 revised) does not clearly explain the policy for future population density. The increase in the population density of municipalities of Sarajevo City is higher than that of suburban municipalities as shown in Table 2.1.6. On the other hand, the recent trend shows the population increase rate in suburban areas is larger than that of the municipalities of Sarajevo City.

Table 2.1.5: Development Framework Indicators of Sarajevo, 2003-2023 (2006, amended in 2016) Indicators 2013 2018 2023 CGAR* Population 415,185 420,082 442,000 0.48% 160,566 Employment 121,475 139,659 2.17% (*1) Unemployment 70,722 73,411 75,523 0.51% Manpower 192,197 213,070 236,089 1.59% Employment rate (employment/population) 29.3% 33.2% 36.3% -- Unemployment rate (unemployment/labor force) 36.8% 34.5% 32.0% -- GDP (million BAM) 6,507 8,175 9,842 (*2) 3.23% GDP per Capita (BAM) 15,673 19,460 22,267 -- Note: CAGR = Compound Annual Growth Rate (2013-2017) (*1) 140,000 in the 2006 plan, (*2) 8,398 in the 2006 plan Source: JICA Study Team based on the Spatial Development Plan of Sarajevo 2003-2023 (2006, amended in 2016

Table 2.1.6: Population Framework of the Spatial Plan of Sarajevo, 2003-2023 (2006) Population Distribution Gross Density (pop/ha) Municipality 2013 2023 CAGR 2013 2023 Change Stari Grad 36,976 41,000 1.04% 7.19 7.98 10.9% Centar Sarajevo 55,181 72,000 2.70% 16.72 21.82 30.5% Novo Sarajevo 64,814 77,000 1.74% 65.47 77.78 18.8% Novi Grad 118,553 125,000 0.53% 25.12 26.48 5.4% Sub-total (Sarajevo City) 275,524 315,000 1.35% 19.47 22.26 14.3% Ilidza 66,730 60,000 -1.06% 4.65 4.18 -10.1% Vogosca 26,343 23,000 -1.35% 3.66 3.19 -12.7% Hadzici 23,891 24,000 0.05% 0.88 0.88 0.5% Ilijas 19,603 19,000 -0.31% 0.63 0.61 -3.1% Trnovo 1,502 1,000 -3.99% 0.04 0.03 -33.4% Total 413,593 442,000 0.67% 3.24 3.46 6.9% Note: CAGR = Compound Annual Growth Rate (2013-2023) Source: JICA Study Team based on the Spatial Development Plan of Sarajevo, 2003-2023 (2006, amended in 2016)

Although no quantitative figures changed from the original plan (2006) to the amended plan, the designated urban area and the future development zones are quite different (Figure 2.1.2). Especially, the designated urban area expanded in the mountainous areas along the highways of N17 and A1 and Doglodi, which was previously an agricultural land in Ilidža municipality. New designated urban areas have been created in the Hadzici and Tornovo municipalities in the amended plan, while boundaries of the designated urban area have been retained in the municipalities of Vogošća and Ilidža and in the City of Sarajevo.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Inter-entity boundary Sarajevo Canton boundary Municipality boundary Highway Main road Regional road Local road Areas expanded by the Railway, tram way amended plan for the Airport Urban Area Water way Existing collector lines Primary transmission lines - 400kw / 220 kw - 110 kw /35 kw

Boundary of Urban Area Boundary of Settlement Area Main Gas-pipe line Gas station Purifier (regional, local) Terminal, depot, station/connection Water Conservation Zone Water surface Land use changed from Agriculture to Social Protection Zones accumulated Infrastructure by the Potential resource for drinking water amended plan for the Forest land Urban Area Agriculture land Attractive landscape area Queries Cultural-historical heritages Collective housing Social infrastructure Working place Economic, mineral, resources Special purpose Communal area Sports, recreation, park, and protective greenery Area for further development

Source: Development Planning Institute of Sarajevo Canton Figure 2.1.2: Spatial Plan 2013-2023 (amended in 2016) for SC

Urban Plans There is the urban plan for the period up to 2015, which was formulated in 1990. It does not match the contents of the spatial plan in 2016.

Detailed Plans

Regulatory Plans Although there are no spatial plans or new urban plans as the basis for regulatory plans at the municipality level in the Sarajevo Canton at present, a lot of statutory regulatory plans (zoning and regulation plan) in various ranges of planning area (e.g. 1-2 ha to more than 100 ha) has been formulated and promulgated by piecemeal approach. The urban plan (1990) covering the City of Sarajevo, Ilidža, and Vogošća is old-dated and not consistent with the latest spatial plan of the Canton. Consequently, it would be desirable to review the old plans and formulate an integrated urban plan in association with desirable regulatory plans for the urban area designated by the latest spatial plan of the Canton.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Subdivision Plan/ Urban Project In addition to the old urban plan and regulatory plans mentioned above, land subdivision plans and urban projects have been approved as shown in Table 2.1.7. The number of approved plans is large in the City of Sarajevo, while the distribution of approved subdivision plans (Ilidža and Trnovo) reflects the urban expansion into urban fringe areas and hilly or outskirts of the mountainous areas.

Table 2.1.7: Current Number of Other Approved Statutory Plans in SC Number of Area/Location by Approved Plan Special Detailed Plan Municipality Spatial Urban Spatial Plan Plan Regulatory Subdivision Urban Plan Plan Plan Project Stari Grad -- -- 1*4 16 -- 15 Sarajevo Centar Sarajevo -- -- 1*4 38 -- 20 City Novo Sarajevo -- -- 1*4 29 -- 8 Novi Grad -- -- 1*4 43 -- 8 Ilidža -- -- 1*4 27 -- 4 Vogošća -- 1*2 1*4 24 -- 2 Hadzici ------4 -- 2 Ilijas -- 1*3 -- 21 20 2 Trnovo ------4 3 4 Total 0 2 6 206 23 65 Sarajevo Canton Level 2*1 ------Note: *1 = Spatial Plan of Sarajevo Canton for the period 2003-2023 (2006), Amended Plan (2016), *2=Spatial plan of the area of special features protected landscape of Bijambara, *3=Spatial plan of a special area of natural heritage Vodopad Skakavac, *4 = Urban Plan of the City of Sarajevo for the urban area of Sarajevo for the period 1986-2015 Source: JICA Study Team based on the website data of ZRPKS

Public Transport Policy and Transport Planning

Administration of Transport Sector

Organization Figure 2.2.1 shows organizations in SC related to public transportation. Ministry of traffic, which is one of the Ministry in 12 ministries of SC, has various competence concerning public transportation. The ministry of traffic consists of traffic management sector, transport infrastructure sector. The traffic management sector has a role to issue and manage driver licenses. The transport infrastructure sector has a role to establish procedures for the opening of parking lots, taxi stations and terminals in addition to management of regulations related to transport infrastructure. On the other hand, there is no sector for investigation and planning of public transportation. Various surveys for public transportation have not been conducted and detail public transport users data each line has not been grasped.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Ministry Sector Authority

Prime Minister License - issuing of licenses (passenger and cargo transport) Ministry of Transport Traffic Management - drivers’ license - issue decisions on technical and operational conditions Ministry of Finance - renewal, revocation of licenses - keep records of licenses issued Ministry of Economy Transport Parking lot - propose and implement the procedure of opening new Ministry of Interior Infrastructure parking, as well as the construction of public garages - analyzes the operation of parking lots - controls the existing parking lots Taxi stop - plan to open taxi stops Total 12 Ministries - prepare contracts for the use of taxi stops - conduct the procedure for determining new taxi stops Terminal - proposes and leads activities on the design and construction Signal - supervise and control the traffic lights - approve signaling projects - introduction and maintenance of traffic light Transport - supervise the implementation of regulations Road Directorate Infrastructure - monitor regulations applicable in this field

Source: JICA Study Team based on the web site data of Sarajevo Canton Figure 2.2.1: Organizations in Sarajevo Canton related to Public Transportation

Responsibilities

Determination of Service Levels of Public Transportation1 The minister of traffic in SC established an expert commission which makes a proposal of the service of public transportation below to secure the quality and function. According to the Ministry of Transport in SC, the expert commission is not functioning at present and will only be established when there is a special agenda.  Modification of existing lines (delete, extension, route change)  Installation of new tram stations and bus stops  Development of new lines  Preparation of timetable and determination of operation frequency In addition to the proposal of the service, the expert commission consider the following contents. Number of potential beneficiaries  Necessary infrastructures and facilities  Safety  Economic feasibility  Environmental protection Figure 2.2.2. shows proposal and approval flow for public transportation in SC.

1 Official gazette of the Federation of Bosnia and Herzegovina, No.28/06, Article 7

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Establishment of Expert Commission by the Minister of Traffic in SC

Discussion in Expert Commission

＜Proposal Items＞ ＜Examination Items＞  Modification of existing lines  Number of potential beneficiaries  New tram stations and bus stops  Necessary facilities  New lines  Safety  Timetable and operation frequency  Economic feasibility  Environmental protection

Proposal Approval by Ministry of Traffic Sarajevo Canton

Source: JICA Study Team based on Official Gazette of the Federation of Bosnia and Herzegovina, No.28/06 Figure 2.2.2: Proposal and Approval Flow for Public Transportation in SC

Authority of Transport Operator Decisions2 Ministry of Traffic in SC shall announce a public tender for the selection of public transport operators for the lines below;  New lines that tram and trolleybus are currently not operating  Lines with reduced service levels, such as not operating according to the timetable  Lines where services have been suspended by the existing operator As an exception, in case of interruption of the operation in several lines or in a larger area, Ministry of Traffic employ another operator to ensure the quality and functions of public transportation. If the operator service us not guaranteed by operators in SC, employ an operator outside SC.

Determination of Fare System3 Ministry of Traffic in SC shall determine a fare system such as the types of the tickets and sales. The public transport operator proposes the fare by types of the tickets based on the fare system.

Public Transport Policy in Sarajevo Canton

Public Transport Policy The development strategy has been clarified in SC (Development Strategy 2020). However, public transport policy aiming for a vision of future public transport network in SC has not been formulated based on the public transport demand trend. There is no master plan for public transportation, and there

2 Official gazette of the Federation of Bosnia and Herzegovina, No.28/06, Article 12 3 Official gazette of the Federation of Bosnia and Herzegovina, No.28/06, Article 41 to 43

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

are no future public transportation visions or targets. In addition, there is no opportunity for consensus building by SC, public transport operator etc. The current situation and plan of the public transport policy according to the interview for Ministry of Traffic are as follows:  SC regards the trams and trolleybuses as the main public transportation that are complemented by the branch lines of buses and minibuses.  SC allows Centrotrans to operate the route buses. There are two operators in the competitive market of public transport service in SC.  SC takes the initiative in introducing environmentally-friendly vehicles as air pollution countermeasures in the center of Sarajevo. Currently, GRAS and Centrotrans operate the CNG buses. Revival of the trolleybuses service toward Vogošća that had been operated until 1992 and introduction of the electric minibuses have been studied.  Enhancing convenience is endeavored such as promotion of IC-card introduction, and integration of commuter ticket between Centrotrans buses and GRAS buses.  Management of operational safety by installing GPS and CCTV cameras on the vehicles is studied as a safety measure.

Fare System

Different Fare System between GRAS and Centrotrans The fare and commuter ticket price of GRAS are determined by SC since GRAS is a public company under SC. On the other hand, the fare of Centrotrans is proposed by themselves and approved by SC under several conditions.

GRAS Fare System As shown in Figure 2.2.3, the GRAS fare system has four zones, A to D. Ilidža and Vogošća, located less than 10 km from the city center of Sarajevo, belong to the A zone. The fares for trams, trolleybuses, buses, and minibuses are as shown in the Table 2.2.1. There are several fares in the suburbs of buses and minibuses depending on the combination of zones, A to D. For example, between A to D zones, the maximum fare is BAM5.3. For tram and trolleybus, the fare sold by the crew in the vehicle is different from the fare sold at the kiosk near the tram stop or bus stop. The crew sells tickets when passenger boarding on the bus. The crew buys the tickets from GRAS and sells them to passengers. The tram ticket is a magnetic card that records the tram stops validated by the passenger on the validator. A system for counting the number of passengers has been introduced. However, the passenger count may not be accurate for the following reasons. - It is necessary to switch the setting of the validator; however, the driver may not be switching it. - When the inside of the vehicle is crowded, passengers cannot reach the validator and do not make a record.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

A4

L-22a A5 L-15b L-60 L-21

L-74 A3 A7 A2 A9 ST-3 ST-4 A1 A8 ST1 L-30

A10

L-3

ST-5 L-103 L-107 S1 ST-6 A6 ST-2 A1,2,...,10 – lokacije anketiranja putnika CILJNO PODRUČJE Linije na kojima se vrši brojanje: ISTRAŽIVANJA Tramvaj: L-3; Trolejbus: L103; L107 Autobus: L-30; L-21; L-22a; L-15b; Minibus: L-60; L-74 S1 - Mjesto snimanja popunjenosti vozila Source: provided by GRAS Figure 2.2.3: Fare Zone

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Table 2.2.1: GRAS Pricelist of Tickets Red.br. Ticket Type Price (VAT 17% included) Tram operations 1. Magnetic ticket 1 ride 1.60 2. Magnetic ticket 2 rides 3.00 3. Magnetic ticket 5 rides 7.10 4. Magnetic ticket 10 rides – withdrawn from sale 12.80 5. Magnetic time-limited ticket 1.60 6. Magnetic return ticket 2.90 7. Magnetic ticket for children 0.50 8. Magnetic ticket 1 ride purchased from the driver 1.80 9. Magnetic ticket for children purchased from the driver 1.10 Trolley operations 1. Trolley ticket 1 ride 1.60 2. Trolley ticket for children 0.50 3. Trolley ticket 1 ride purchased from the driver 1.80 4. Trolley ticket for children purchased from the driver 1.10 Bus operations*1 1. Bus city ticket 1.60 2. Bus city ticket for children 0.50 3. Bus express ticket 2.00 4. Bus express ticket for the night period – out of use 2.70 5. Bus ticket valid for suburb area 1.00 6. Bus ticket valid for suburb area 1.10 7. Bus ticket valid for suburb area 1.60 8. Bus ticket valid for suburb area 2.10 9. Bus ticket valid for suburb area 2.70 10. Bus ticket valid for suburb area 3.20 11. Bus ticket valid for suburb area 3.70 12. Bus ticket valid for suburb area 4.30 13. Bus ticket valid for suburb area 5.30 14. Bus ticket valid for connecting rides 1.60 15. Bus ticket valid for connecting rides 0.50 16. Bus ticket to the mountains valid for 1 direction (single ride) 5.30 17. Bus return ticket to the mountains 7.40 18. Bus ticket to the mountains valid for 1 direction (single ride) – valid for 3.20 children 19. Bus return ticket to the mountains – valid for children 4.30 Minibus operations*1 1. Minibus city ticket 1.60 2. Minibus city ticket for children 0.50 3. Minibus ticket valid for suburb area 1.00 4. Minibus ticket valid for suburb area 1.10 5. Minibus ticket valid for suburb area 1.60 6. Minibus ticket valid for suburb area 2.10 7. Minibus ticket valid for suburb area 3.20 8. Minibus ticket valid for suburb area 4.30 9. Minibus ticket valid for suburb area 5.30 10. Minibus ticket valid for suburb area 6.40 Other 1. Inclined elevator does not exist 0.80 2. Supplementary ticket 26.60 3. Daily tickets 5.30 4. 10-day tickets 37.20 *1 There are multiple fares for suburban buses and minibus depending on the combination of zones, A to D. Source: provided by GRAS

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

GRAS Commuter Ticket Table 2.2.2 shows the types and prices of GRAS commuter ticket. The commuter ticket price is BAM 53 for the A zone and BAM 115 for the A to D zones. The commuter ticket can be used for trams, trolleybuses, buses, and minibuses operating in each zone except for express buses. Some monthly coupons are cheap, such as a commuter pass at BAM 16/month in Zone A and a commuter pass for unemployed at BAM 12/month in all zones. This is because Sarajevo Canton spends subsidies at the original list price. For example, in the case of a school monthly coupon, the sale amount is BAM 16, but a subsidy of BAM 15.9-19 is spent, so the list price is BAM 31.9-35. For pensioners and unemployed people, subsidies are spent on approximately 90% of the list price (Table 2.2.3).

Centrotrans Bus Fare Centrotrans fares are BAM 2.0 for express buses, the same as GRAS. Other bus fares are BAM 1.5, which is BAM 0.1 cheaper than GRAS. Since June 2019, Sarajevo Canton subsidies have been distributed between GRAS and Centrotrans so that passengers with existing monthly coupons can ride on Centrotrans buses.

Fare Collection through IC Card The IC card system is being launched by Sarajevo Canton. Although IC cards of GRAS and Centrotrans have the same standard and are issued by the same publisher, they cannot be used in common. Currently, all vehicles do not have card readers. In this year, it will be installed to all vehicles including trams and trolleybuses. As of January 2020, IC card systems are not installed on trams and trolleybuses.

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Table 2.2.2: GRAS Pricelist of Pre-paid Tickets 16.00 A+B+C+D 14.00 KM 14.00 A+B+C B+C+D over 601.01= over e A,B,C,D - 766.00 KM 766.00 - A,B,C,D e C+D 12.00 of charge e on 29.30 KM 29.30 21.70 KM 21.70 KM 21.70 KM 31.90 KM 31.90 KM 16.00 z from 348.07-350.00 = 4.00KM = 348.07-350.00 from from 451.01-501.00 =8.00KM 451.01-501.00 from fre 53.00 (A,B,C,D) KM +C B PER AGREEMENT

A+B FREE OF CHARGE 53.00 83.00 83.00 83.00 102.00 102.00 115.00 from 401.01-451.00 =7.00KM 401.01-451.00 from 551.01-601=10.00KM from / Vijećnica-Dobrinja, F.Račkog-Bjelašnica and Ilidža-Vrelo Bosne/; andIlidža-Vrelo F.Račkog-Bjelašnica Vijećnica-Dobrinja, / Annual coupon valid for all zones zone A valid for 3 months - 2O2.OO KM 2O2.OO - 3 months for valid A KM zone 255.00 - A,B,C,D zone

ABCD 5.30 37.20 20.20 20.20 20.20 20.20 13.80 13.80 13.80 13.80 16.00 16.00 16.00 16.00 23.00 23.00 23.00 24.50 24.50 29.80 53.00 53.0019.10 53.00 19.10 19.10 19.10 33.00 33.00 33.00 33.00 47.90 47.90 47.90 60.60 60.60 78.70 for public transportation users in the Sarajevo Canton 6.00KM = 350.01-401.00 from 9.00KM = 501.01-551.00 from zone A valid for 6 months- 394.00 KM 394.00 6 months- for valid A zone KM 489.00 - A,B,C,D zone PRICELIST OF PRE-PAID (TIME-LIMITED) (IN TICHETS KM) egular/full time students - all zones Monthly coupon for city area (zone A) Civil war victims and deaf persons blind visually and impaired persons Spouse of retired pensioner Cantons other from pension receiving Persons Temporary coupon for pensioner age 10-15 age r part-time students students part-time upt to 2 km Coupon for pensioners - for pensions up to 348,06KM to up pensions for - pensioners for Coupon Coupon for pensionsers - with pensions all zones) for workers for as same (The Interior of Ministry War veterans, killed soldiers families, war veterans with medals veterans killed war soldiers families, veterans, War primary school6-10 students age primary - for students valid2 km over Paraplegic persons, persons with muscluar distrophy and persons suffering from polio, cerebral paralisis and multiple sclerosis for workers (employed) workers for Monthly coupon unemployed for persons (all zones A+B+C+D all and other zones) lines all on and transportation of modes all in used be can and runs of number unlimited with zone designated the for valid user. tickets are any for prepaid All valid are lines seasonal and and pictures express without inter-entity, tickets are except time-limited other all Transportation and City user's the picture, Public contains which card the with only valid are coupons Monthly -day ticket Daily ticket Daily Monthly coupons 10 PRICE LIST VALID AS OF O1.O1.2006. - date of update 01.09.2008. Last update on 18.10.2018. on update Last 01.09.2008. update of date - O1.O1.2006. OF AS VALID LIST PRICE NOTE: ValueNOTE: A 1 3 2 KJKP G R A S d.o.o. S A G R KJKP S a r e a j v o fare structure / zona / structure fare Source: provided by GRAS

Table 2.2.3: Subsidy for Monthly Coupons Monthly Monthly Monthly Coupons Monthly Monthly Monthly Coupons Coupons for Pensioners Coupons Coupons Coupons for for Workers (4-zone) for Student for Student for Workers (4-zone) (1-zone) (4-zone) Unemployed (1-zone) Person Price 53.0 115.0 14.0 31.9 35.0 12.0 Payment 53.0 115.0 (Average: 3.30 ) 16.0 16.0 12.0 Subsidy - - (Average: 10.70 ) 15.9 19.0 - Source: provided by GRAS

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Transport Planning in Sarajevo Canton The transport projects identified in the Development Strategy of the Sarajevo Canton until 2020 are shown in Table 2.2.4. Road construction and reconstruction, improvement of public transportation such as tram and trolleybus are included in the project.

Table 2.2.4: Contents of Projects and Activities Projects and Activities Contents

 North Longitudinal Road, A Transversal Road, VI Transversal Road, IX Transversal Built main motorway Road, IV Transversal Road, Pofalići-Velešići traffic link, Pofalići-Kobilja Glava traffic link

Constructed road  Bjelašnica-Pendičići-Jahorina (Pendičići-Jahorina section)

 Malešići - Podlugovi to the border of SC and regional road II category Stari Ilijaš - Reconstructed road Bioča - Ahatovići

 I Transversal Road - Section II, South Longitudinal Road - Section II, South Public Investment Program longitudinal - Section II to IV Transversal Road, I Transversal - Section I Renovated, reconstructed and  Tram line from the “S” curve to Ilijaš modernized tram line

Construction of a tramway  Tramway line from the Roundabout in Ilidža towards Hrasnica to the administrative line border of Republika Srpska, east of Hrasnica Constructed contact network  Centar-Vogošća corridor for trolleybus traffic

 Constructed, reconstructed underpasses, overpasses, and intersections  Introduced ITS and automatic traffic control  Introduced electronic ticket validation system  Provided continuous functioning of modern and self-sustaining public transport system tailored to the real transport needs of citizens of the SC  Increased use of alternative fuels/energy for public transport  Use of vehicles with higher capacity  Built tram stop for controlled billing Other  Protected rail fence set on tram stops  Traffic study for the purposes of UP development  Asphalting of roads in settlements in SC  Procurement of new power supply substations for supply of tram and trolleybus network in the Municipality of Stari Grad  Project of automated control of traffic light system in SC  Project of increasing the safety of blind and partially sighted persons in urban traffic  Reconstruction of R-445 regional road in the Municipality of Ilijaš Source: Development Strategy of the Sarajevo Canton until 2020

International Cooperation on the Public Transport in Sarajevo Canton

United Kingdom Government The UK government supported BiH in preparing the state level Framework Transport Strategy (2016) through the Good Governance Fund. Also, the UK government is currently supporting the reform of public companies in Sarajevo Canton, including GRAS.

Reform of GRAS The UK government conducted two projects for the reform of GRAS. One project is on the analysis of management and formulation of strategy on financial and business performance, which was conducted from March to September 2018. The other project is to propose the follow-up technical measures on the first project, which has been conducted from October 2018. The consultant of the UK’s projects

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(PricewaterhouseCoopers) proposed some plans for the restructuring of GRAS, and the implementation of the proposal is considered as a precondition of EBRD loans for tram and trolleybus.

Public Transport Strategy for Canton Sarajevo Presently, “the Public Transport Strategy for Canton Sarajevo” is being formulated (As of October 2019) with the assistance of the United Kingdom. It consists of the short-term (1-2 years), medium-term (2- 5 years), and long-term (5-10 years) strategies, though it has not been approved yet (October 2019). The short-term strategy includes the restructuring of GRAS, which is vital for the implementation of the EBRD loan. The strategy will include measures such as “the public transport only lane”, “park and ride”, “ultra-low emission corridor”, and suggestions to use the emerging technologies. The strategy mentions several types of vehicles for “ultra-low emission corridor” such as CNG bus, electricity bus, and hybrid bus; however, the choice remains the issue for future analysis. For the fare system, a unified single ticketing system is proposed, although the detail content is not clear. It recommends the establishment of the public transport authority and introduction of a new contracting scheme for public transport, in which the public transport authority defines the level of services and procures operators, although the details including the public transport authority remains an issue for the future analysis. The strategy also includes such projects that Sarajevo Canton has planned in the past. For example, the extension of the tram line from Ilidža to Hrasnica is proposed in the long-term plan. The extension of the trolleybus line between Vogošća and Skenderija is also proposed. The long-term plan includes the rehabilitation of the suburban railway to provide passenger transport services between Sarajevo and the suburban areas.

European Bank for Reconstruction and Development (EBRD) According to the interview with EBRD, there are currently two projects supporting the transportation sector in SC. One project is about the tunnel construction toward “Vogošća”. The other project is about the repair of tram tracks from “Marijin dvor” to” Ilidža”. These projects need at least three years since the works will be conducted gradually in conjunction with the actual bus/tram operations. A total of EUR 35 million will be financed for both projects. Then, EUR 63 million will be financed for the plan of introducing new trams and trolleybuses. The implementation of the restructuring plan for GRAS, proposed in the UK’s assistant project, is one of the preconditions of the loan, because the financial stability of GRAS is essential for the project. There is a technical assistance project for the renewal of railway stations and tram depots of GRAS (Sarajevo Brownfield Urban Regeneration: Strategic Support Services Phase 1). This is a master plan study to develop integrated transport terminals with urban economic development (e.g., commercial and business) through the redevelopment at two tram terminals (Railway Station and Ilidža). It will also study the plan of the tram depot, including the relocation of the depot and commercial exploitation on its removal site. Figure 2.3.1 shows the location of the project.

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Project Site-2

To Sarajevo City Hall 1 Tram Terminal at Sarajevo Rail Station 2 To Sarajevo City Hall Project Site-1

Tram Depo at Remiza

Ilidza Tram Terminal Tram Line Tram Terminal Tram Depot

Source: JICA Study Team based on the TOR of the EBRD Project, Google Earth satellite imagery

Figure 2.3.1: Two Project Sites for the Project of “Sarajevo Brownfield Urban Regeneration: Strategic Support Services Phase 1” (EBRD)

Other Urban Sector Plans and Projects Assisted by International Organizations The EU and relevant member states and bank agencies play a significant role in the development of various sectors in BiH. In the urban sector of SC, there are several projects assisted and financed by the European Bank for Reconstruction and Development (EBRD), member states of EU, and the United Nations Development Programme (UNDP). According to the country strategy of the EU for BiH, the second pillar has been set to support the environment, climate action and energy, transport and other sectors after the first pillar for public sector management and economic reform program under the EU enlargement policy. The EBRD has launched several support programs through technical assistance and loan programs for urban environmental improvement of SC such as “Green City Action Plan” as a part of the regional programs of the EBRD, water sector, housing finance, and urban redevelopment utilizing brownfields of the transport sector in SC. Table 2.3.1 shows the list of key relevant projects and programs in the urban and tourism sector supported by international organizations in SC.

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Table 2.3.1: Key Relevant Projects and Programs in Urban Sector Supported by International Organizations in Sarajevo Canton Type of Amount / Project Title Funding Project Component Assistance Project Period EUR 700 • Baseline survey and priority setting (long-term- million (all 10Y, mid-term (5-10Y) 1. Green City / Technical other • Formulation of Green City Action Plan (GCAP) EBRD Sarajevo Canton Cooperation countries’ • Implementation of GCAP and F/S cities) / over • Monitoring and evaluation 14 months • Technical assistance and capacity building • Formulation of Sustainable Urban Mobility Plan (SUMP) with a long-term vision and strategy 2. Sustainable Urban • An assessment of current and future performance Mobility in South- Technical • GIZ 2019-2020 Formulation of an integrated set of technical, East European Cooperation infrastructure, policy-based, and soft measures Countries • Target areas: Center, Stari Grad, Novi Grad, and Novo Sarajevo, including urban areas of Ilidža, Vogošća, Ilijaš, Trnovo, and Hadžići • Formulation of Regeneration Master Plan (situation 3. Sarajevo Brownfield analysis, opportunity review, strategic assessment, EUR 0.425 Urban Regeneration: Technical scenario development, consultation, financial EBRD million / 32 Strategic Support Cooperation analysis, urban design, and environment weeks Services Phase 1 assessment) • Identify investment partners for the project • Disbursing fund to two banks: Raiffeisen Bank d.d. EUR 10 4. Two Banks BiH Two-Step Bosna i Hercegovina ("RBBH") and Intesa EBRD million / Mortgage Line I/II Loan Sanpaolo Banka d.d. BiH ('ISP BiH') 2020~2024 • to eligible private individuals for housing purposes • The project will finance the priority investments in 5. GrCF (Green City EUR 30.8 the water supply system in Sarajevo Canton Framework) / Project Loan EBRD million / • Technical assistance to the Cantonal Public Utility Sarajevo Water 2019~2021 Company "Vodovod i kanalizacija" d.o.o. Sarajevo • Baseline survey 6. Development of • Climate change risk assessment EUR 0.42 Sustainable Energy Technical UNDP million / • Formulation of mitigation and adaptation plans by and Climate Action Cooperation actions and measures to 2030 2019~2020 Plans (SECAP) • Target area: Grad Sarajevo, Novi Grad, and other canton’s 35 municipalities • Capacity Building of Environmental Funds and energy professionals. • 7. Green Economic Sweden Institutionalization of energy, costs and emission management and monitoring in public sector Development Project Technical /UNDP/ EUR 3 million buildings of BiH. GED 2nd Phase Cooperation Governme / 2018~2020 • Development and adoption of sustainable financial (Energy Retrofits) nt of SC mechanisms within Environmental Funds • Implementation of energy efficiency measures in public buildings and public awareness • Capacity building program: to support ten local 8. Disaster Risk governments to establish DRR strategy, platform, Reduction for EU-Swiss etc. USD 4.9 Sustainable Technical /UNDP/ • To enhance natural disaster risk assessment for million / Development in Cooperation UNICEF/ local governments’ capacity and to conduct a 2018~2022 Bosnia and FAO, etc. school safety assessment Herzegovina • To formulate the DRR Action Plan • To enhance the local community for DRR Source: Each relevant website, EBRD: European Bank for Reconstruction and Development, OECD: Organization for Economic Co-operation and Development, ICLEI: International Council for Local Environmental Initiatives, UNDP: United Nations Development Programme

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International Cooperation This section summarizes the international environmental projects in the areas of monitoring of air pollution, apportionment of pollution loads, development and implementation of sustainable urban development/traffic plans, improvement of energy efficiency, etc. The most pertinent projects are listed in Table 2.3.2.

Table 2.3.2: Related On-going Environmental Projects Funded by International Donors Donor Project Name Contents Embassy of Support to Bosnia Duration: Implementation duration from 2018 to 2022 Sweden and Herzegovina in Implementing partner: Swedish Environmental Protection Agency (SEPA) improving air quality and air Key stakeholders: i) Ministry of Foreign Trade and Economic Relations BiH, ii) quality management Hydro Meteorological Institute FBiH, iii) Hydro Meteorological Institute RS, iv) Ministry for Spatial Planning, Civil Engineering and Ecology of RS, v) Federal Ministry of Environment and Tourism, vi) Cantonal ministries for environment of Sarajevo, Zenica, and Tuzla cantons Project Outline: The four-year program aims to capacitate relevant stakeholders in Bosnia and Herzegovina to better manage air quality data and to improve air quality throughout the country. The project comprises six interlinked components aiming to achieve the following results: ・ Develop an air quality data hosting infrastructure and capacity ・ Develop and establish the reference laboratory infrastructure and capacity ・ Emissions inventories and source apportionment study in six major cities (3 per entity, ・ Cost-effective and scalable air quality improvement activity(s) related to traffic- free zone in Sarajevo and Banja Luka ・ Information campaigns regarding air quality and public health ・ Secondment of an inspector from a municipality in Sweden and training of local inspectors to oversee industrial (and other) compliance with air quality legislation Source: Embassy of Sweden EBRD Green City Duration: 14 months (to be confirmed) Key Stakeholder: Sarajevo Canton Project Outline: As a first step the plan will identify the Sarajevo Canton’s environmental priorities using indicators developed by the Organisation for Economic Co-operation and Development (OECD), an economic organization, and the International Council for Local Environmental Initiatives (ICLEI), a global network of cities. The aim is to develop long-term visions (10 years), mid-term targets (5-10 years) and short-term actions (1-5 years) together with local stakeholders, including civil society organizations. The action plan will be developed over the course of approximately 14 months before being considered for adoption by the Sarajevo Canton. Additionally, a study will be commissioned to explore the impact on air flow and quality across the basin in relation to wind ventilation corridors and implications for the construction of high-rise buildings. Source: EBRD GIZ Sustainable Urban Duration: 2019-2020 Mobility in South- Key Stakeholders: Sarajevo Canton, i.e., four city municipalities, Center, Stari Grad, East European Novi Grad and Novo Sarajevo. Countries (SUMSEEC II) Project Outline: The main goal of this project is the development of the Sustainable Urban Mobility Plan (SUMP). The project is implemented within the framework of SUMSEEC II project for BiH, Montenegro, Albania, Kosovo, Macedonia and Serbia. Other activities of the project include public awareness raising and partner capacity building measures as well as the implementation of a demonstrative small-scale project. Source: GIZ Source: JICA Survey Team

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The projects on air pollution by the Swedish Embassy and World Bank are expected to estimate emissions from different sectors and sub-sectors, including emissions from household heating, industrial sources, etc. Such information will help clarify the importance of improving public transport on the air quality in Sarajevo. Green City (EBRD) and SUMSEEC II (GIZ) projects are developing the overall plans for urban and transport development considering their environmental implications. Most likely, these plans will promote further improvement of public transport in Sarajevo. In addition, there are other initiatives in the areas of energy efficiency and climate change, such as UNDP’s Action Plans for Energy Sustainable Development and Climate Change (SECAP) under the "Launch of Environmental Financing for the Purpose of Low Carbon Urban Development" project.

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Traffic Situation

Introduction

The current traffic situation in SC covering summary of traffic, traffic volume, modal split rates, parking policy and regulation is summarized in Chapter 3. It also describes the contents of traffic survey for estimating the modal split rates.

Summary of Traffic in Sarajevo Canton

Road Network The old and new city areas of SC have been developed in a valley terrain, and housing areas have been developed on the hillsides as shown on Figure 3.2.1. The satellite cities are surrounding the city of Sarajevo such as Vogosca in the northern area and Hrasnica in the southern area of city of Sarajevo. The road network follows the topographical character of SC. The main road in the city areas extends to the east-west direction. In the north-south direction, Vogosca area is connected to the city center and STUP, and Hrasnica is connected to Ilizda. The main road and the hilly residential area are connected by branch lines with steep slopes and narrow roads. The old city is located at the east of city of Sarajevo, and the east-west main road loops one way around the old city area. The inflow of vehicles is regulated in part of the old city area.

Vogosca

North-South

Sarajevo Central Station Branch Line

Stup East-West Main Road

Ilidza Branch Line Sarajevo Airport

Hrasnica

Source: JICA Study Team

Figure 3.2.1: Summary of Traffic in SC

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Traffic Volume Figure 3.2.2 shows the traffic volume of main three lines in SC (i.e. tram line, trolleybus line, north- south road) based on traffic counter in 20154.

Tram Line The lanes of one-way road surrounding the old city (survey point 1 and 2) consists of 1 tram lane and other 2 vehicle lanes. The tram lane is used by trams and passenger vehicles on the one-way road. The average daily traffic volume of one-way road is 33,000 Passenger Car Unit (PCU)/day. The volume to capacity ratio is 1.1 calculated from the assumption of traffic capacity for 1 lane (10,000 PCU/day5).

The volume to capacity ratio of the tram line (survey points 3 and 4) is 1.1 calculated from average daily traffic volume on the east-west road (34,000 PCU/day) and the assumption of traffic capacity for 3 lanes (30,000 PCU/day). Judging from the estimated volume to capacity ratio, there is no traffic congestion on the road except the temporary congestion at peak hour.

Trolleybus Line The trolleybus line west of Skenderija (survey point 5) consists of 1 trolleybus lane and other 1 vehicle lane for one way (4 lanes for both directions). The volume to capacity ratio is 0.5 calculated from the average daily traffic volume on the road (20,000 PCU/day) and the assumption of traffic capacity for 4 lanes (40,000 PCU/day). Traffic volume and volume to capacity ratio of the road with trolleybus line are less compared with the road with tram line.

North-South Road The north-south road connecting city center and Vogosca (survey point 6) consists of 1 lane towards city center and 2 lanes towards Vogosca. Average daily traffic volume of the north-south road is 20,000 PCU/day for both directions. The volume to capacity ratio of the road towards city center and towards Vogosca are 1.0 and 0.5 respectively calculated from the assumption of the traffic volume for each direction (10,000 PCU/day towards Vogosca, 10,000 PCU/day towards city center). Traffic congestion occurs at peak hour in the city center direction. There are two lanes near the intersection in the Vogosca direction, but because there is only one lane after intersection, traffic congestion occurs at peak hour.

4 This report summarizes the traffic characteristics based on the traffic volume in 2015 obtained by traffic counter set up by the Sarajevo Canton Ministry of Traffic. Traffic volumes have been counted continuously since 2013, but it was only compiled in 2015 as a report. 5 Basic capacity (2200PCU/h/lane: multi-lane road) is converted to possible capacity using adjustment factor for lane width: 0.94 (lane width: 3 m), adjustment factor for lateral clearance: 0.84 (lateral clearance: 0m), adjustment factor for signalized intersection: 0.6 (multi-lane road), adjustment factor for roadside characteristic: 0.75 (city area, multi-lane road). After that, the daily traffic capacity is calculated by taking 8% of the peak rate.

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-Traffic Volume： 19,955 PCU/day -Lane No： 3 lanes（to South direction:1、to North direction: 2） -V/C ratio： 0.7（to South direction: 1.0、to North direction: 0.5） North-South Road

-Traffic Volume： 33,730 PCU/day -Lane No： 3 lanes（one-way） -V/C ratio： 1.1 Limited Traffic Zone

East-West Main Road -Traffic Volume： 34,985 PCU/day -Lane No.： 3 lanes （for one-direction） -V/C ratio： 1.2 (to the west direction) Skenderija -Traffic Volume： 31,754 PCU/day Tram Line -Lane No： 3 lanes（one-way） -V/C ratio： 1.1 -Traffic Volume： 33,862 PCU/day -Traffic Volume： 19,825 PCU/day -Lane No： 3 lanes （for one-direction） Trolleybus Line - L ane No： 4 lanes （for both-direction） -V/C ratio： 1.1（to the west direction） -V/C ratio： 0.5 Note: Assumption of the traffic capacity for 1 lane: 10,000 PCU/day Passenger car unit(PCU): Motorcycle:0.4、Passenger Vehicle, Van, Light Truck and others:1.0、Medium Truck:1.5、 Heavy Truck, Heavy Truck with trailer and Bus:2.0、Heavy Truck with semi-trailer:2.3、Articulated Bus:3.2

Source: Traffic Counter 2015

Figure 3.2.2: Public Transportation Coverage Area

Public Transportation Schematic map of Sarajevo public transportation is shown on Figure 3.2.3.The public transportation in SC consists of trams, trolleybuses, bus and minibus. The trams and trolley buses are operated by GRAS on the main road in SC. The buses are operated by GRAS and Centrotrans towards the satellite cities surrounding city of Sarajevo and on the main road. The minibuses are operated by GRAS and Centrotrans on the residential road which connects the main road to the hilly residential areas as a feeder transportation. The daily number of trips of trams and trolleybuses exceed 400 times each (from GRAS operation plan, one way). This number is equal to one trip for every 3 minutes (400 times / 20 hours = 20 times / hours). The trams and trolleybuses function as the main transportation modes in Sarajevo. Each route from the city center to the directions of “Vogošća” and “Dobrinja” has more than 200 times (one-way), which is equivalent to operation every 6 minutes. Other routes, such as feeder routes from “Dom Armije” to the direction of “Breka”, from “Željeznička Stanica” to the direction of “Otoka”, from “Ilidža” to the directions of “Hrasnica” and “Hadžići”, also exceed 200 times (one-way).

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Source: JICA Study Team Figure 3.2.3: Schematic Map of Sarajevo Public Transportation

Figure 3.2.4 shows buffer zones with radius of 300 m from the tram and bus stops. Most of the settlements are covered by these buffer zones. However, the red circled areas are far from the public transportation. In Japan, 300 m is an indicator for preferable walking distance for residents to/from bus stop. The area outside the buffer zones is defined as a “traffic blank area” in which any public transportation is not yet provided.

Source: JICA Study Team based on Sarajevo Canton Planning Institute

Figure 3.2.4: Public Transportation Far from Coverage Areas

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The taxi complements the public transportation. The taxi fare is calculated from basic charge (BAM 1.9) and additional fare (BAM 1.2 /km) is relatively higher than the fare for other public transportation (BAM 1.6). Ride sharing and ride hailing (Paratransit) represented by Uber are not provided in Sarajevo.

Other Transport Hubs There are Sarajevo Center Station of Bosnia National Railways and Sarajevo international airport. The Bosnia National Railways is operated from the Sarajevo central station to Doboj in the northern direction and Mostar in the Southern direction. The Sarajevo international airport is located in the southwest of city of Sarajevo.

Vehicle Registration of Sarajevo Canton

The number of vehicle registrations in BiH increases year by year. 1,064,130 vehicles were registered in BiH in 2018. The breakdown is 646,999 vehicles in FBiH, which is 13.7% more compared with 2014, 382,898 vehicles in Republika Srpska in which is 17.9% more compared with 2014, and 34,233 vehicles in Brčko District in which is 21.9% more compared with 2014. 86% of the total registered vehicles, 916,699 vehicles, are passenger cars, and 14.6% of passenger cars are registered in SC. The registered vehicles by canton in FBiH in 2018 are shown in Figure 3.3.1(left figure) and the number of registered vehicles in SC is 134,191 vehicles and the number of registered vehicles is 148,945, and the number of registered vehicles in Tuzlanski Canton is 112,467 vehicles. The total registered vehicles is 128,059. Figure 3.3.1 (right figure) shows the trend of registered vehicles in SC from 2014 to 2018. The number of registered vehicles has increased since 2014 and the annual growth rate from 2014 to 2018 is 3.2%.

Vehicles Vehicles 160,000 160,000 140,000 140,000 120,000 120,000 100,000 100,000 80,000 80,000 60,000 60,000 40,000 40,000 20,000 20,000 0 0 2014 2015 2016 2017 2018 Sarajevo TK ZDK HNK USK SBK ZHK K10 PK BPK Canton Mopeds and Motorcycles Passenger Autobus Goods Vehicle Others Mopeds and Motorcycles Passenger Autobus Goods Vehicle Others Note: Cantons in BiH: TK= Tuzlanski, ZDK= Zeničko-Dobojski, HNK= Hercegovačko-Neretvanski, USK = Unsko-Sanski, SBK= Srednjobosanski, ZHK= Zapadnohercegovački, K10= Canton 10, PK= Posavski, BPK= Bosansko-Podrinjski, Source: INFORMACILA O REGISTROVANIM MOTORNIM VOZILIMA U BIH U PERIODU JANUAR/SIJECANJ – DECEMBAR/PROSINAC 2018 Figure 3.3.1: Registered Vehicles by Canton in FbiH and the Trends in Sarajevo Canton (2014~2018)

Traffic Volume and Traffic Characteristics in Sarajevo Canton

The Sarajevo Canton Ministry of Traffic obtains hourly traffic volume data by traffic counters that use sensors embedded under the road and installed at 29 locations as shown in Figure 3.4.1 below since 2013. The traffic volume of 11 vehicle types is counted. They are; motorcycle, passenger vehicle, combined vehicle, light truck, medium heavy truck, heavy truck, heavy truck with trailer, heavy truck with semi-trailer, bus, articulated bus, and uncategorized vehicle.

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07 02 Location of 30 33 02 traffic counter

04 15 13 05 03 11 06 08 26 18 17 22 14 23 16 24 21 10 27

32 35 25

29 37

34

Source: The number of traffic on the existing primary city and regional network roads in the competition of the directorate for the roads of Sarajevo Canton in 2015

Figure 3.4.1: Locations of Traffic Counters

Vehicle Type Ratio (vehicle basis) The passenger vehicles account for quite large percentage. The aggregated results of annual average daily traffic by vehicle type, which are shown in “traffic volume 2015” in ANNEXURE 1, reveals that the passenger vehicle is more than 90 % and the combined volume of buses and connected buses is less than 1 %. Passenger vehicles account for a very large percentage on a vehicle basis.

Monthly Traffic Volume Figure 3.4.2 shows the monthly traffic volume of the traffic counter data measured in 2015. Winter traffic decreases more than 10 % during the period from October to January. It is assumed that the use of passenger vehicles decreases to avoid traffic accidents due to winter snow accumulation and road surface freezing. Especially in the north and south hills of Sarajevo, there is a high risk of slipping due to freezing on steep slopes.

(Vehicles) 22,000

20,000 Ave. = 18,164 18,000 16,000 14,000 12,000 10,000 Jan-15 Feb-15 Mar-15 Apr-15 May-15 Jun-15 Jul-15 Aug-15 Sep-15 Oct-15 Nov-15 Dec-15

Source: JICA Study Team based on the number of traffic on the existing primary city and regional network roads in the competition of the directorate for the roads of Sarajevo Canton in 2015

Figure 3.4.2: Monthly Traffic Volume

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Time Series Data Figure 3.4.3 shows the time series data of traffic counter data in center of Sarajevo City. Everywhere, the traffic increases in the morning peak, remains flat during the day time, and decreases after the evening peak. The overall (blue line) morning peak is at 8 a.m., while the summer (orange line) morning peak is at 7 a.m. Activities are one hour earlier during summer time.

N Both direction total summer other than summer

One direction

One direction One direction

One direction

トラム路線 Skenderija One direction トロリーバス路線

One direction Both direction

Source: JICA Study Team based on the number of traffic on the existing primary city and regional network roads in the competition of the directorate for the roads of Sarajevo Canton in 2015 Figure 3.4.3: Time Series Data of No.5 Traffic Counter Data

Comparison of Traffic Volume on Weekdays and Holidays Pedestrian and bicycle data are needed to estimate modal split rates. However, pedestrians and bicycles are not including in the type of vehicles counted by traffic counter (2015). Therefore, the traffic survey data including pedestrian survey data was provided by Prof. Dr. Mustafa Mehanović. A summary of the traffic volume survey is shown in the table below.

Table 3.4.1: Summary of Traffic Volume Survey Item Contents Date 13 May 2017 (Saturday) and 15 May 2017 (Monday) Time 7:00 – 19:00 Location In front of Sarajevo University (location is shown in the figure below) Survey organization Sarajevo University Vehicle type 1: Passenger vehicle 7: Motorcycle 2: Light truck 8: Bicycle 3: Medium heavy truck 9: Wheelchair 4: Heavy truck 10: Pedestrian 5: Bus 11: Pedestrian with a dog 6: Tram Source: 2017 Traffic Volume Survey

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B A

Source: 2017 Traffic Volume Survey

Figure 3.4.4: Location of Traffic Count Survey

The summary of traffic count survey on weekdays and holidays is shown in Table 3.4.2. The total traffic volume on holidays is less than on weekdays by approximately 20 %.

Table 3.4.2: Summary of Traffic Volume Survey on Weekdays and Holidays Holidays Weekdays Mode Direction Direction Average Total Total A->B B->A A->B B->A Total Passenger Vehicle 20,172 21,839 42,011 26,450 24,852 51,302 46,657 Light truck 647 873 1,520 864 769 1,633 1,577 Medium heavy truck 88 165 253 137 141 278 266 Heavy truck 33 21 54 41 38 79 67 Bus 206 159 365 279 202 481 423 Tram 156 161 317 235 214 449 383 Motorcycle 111 82 193 137 182 319 256 Bicycle 97 73 170 99 89 188 179 Wheelchair 1 5 6 4 5 9 8 Pedestrian 1,368 1,375 2,743 3,462 4,090 7,552 5,148 Pedestrian with a dog 6 1 7 3 2 5 6 Σ 22,885 24,754 47,639 31,711 30,584 62,295 54,967 Source: 2017 Traffic Volume Survey

Pedestrian and Bicycle Traffic Volume There are pedestrian walkways in the old town area. Many shops are lined up along the street that many people walk along. Although the main road has a sidewalk, maintenance for people with disabilities such as wheelchair users is delayed. There is no sidewalk on narrow roads in the hill area. Bicycle usage environment such as bicycle rental is being improved. However, the ratio of the number of bicycles to the total traffic is less than 1 % as shown in Table 3.4.2.

Estimation of Modal Split Rates

The modal split rates is estimated using the cross sectional traffic volume of three roads connected to the center of Sarajevo City. Specifically, it is a cross section of the north-south road, a tram line, and trolleybus line shown in Figure 3.7.1. In order to estimate the modal split rates in Sarajevo, the existing

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traffic survey results were utilized, and the necessary traffic surveys were conducted. The estimation method of modal split rates is described in the section of 3.7.5: Estimation of Modal Split Rates. The estimated daily traffic volume and modal split rates of public transportation are summarized in Table 3.5.1. The total daily traffic volume of each transportation mode on holidays is less than on weekdays at the three sections. The traffic volume of public transportation tends to be less on holidays than on weekdays. The average occupancies of trolleybus and tram on holidays are 13.6 person / vehicle (weekday: 33.9 person / vehicle) and 30.0 person / vehicle (weekday: 61.4 person / vehicle), respectively. The passenger vehicles account for the highest modal split rates, accounting for 54.8 % on weekday and 73.6 % on holiday. Pedestrians account for more than 10% on weekday. Bicycle and motorcycles are less than 1 %. The modal split rate of public transport is 34.5 % on weekday, 20.5 % for tram, 6.0 % for trolleybus, and 5.8.5 for bus. The modal split rate of public transport is 19.9 % on holyday, less than weekday. The number of public transport users have decreased to less than half. Many people who commute to offices or schools on weekdays use public transport. There are few users on holidays. Figure 3.5.1 summarizes the estimated modal split rates at each section. Consequently, the estimated modal split rates of passenger vehicles on holidays were larger than on weekdays.

1.9% Weekday 10.3% 54.8% 5.8% 20.5% 6.0%

Holiday 6.1% 73.6% 3.5% 10.2% 3.6%2.2%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Pedestrian Bicycle Motorcycle Passenger Vehicle Bus Minibus Tram Trolleybus Other Bus

Source: JICA Study Team Figure 3.5.1: Summary of Estimated Modal Split Rates

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Table 3.5.1: Estimated Daily Traffic Volume of Public Transportation

Weekday Holiday Average Average Section Mode Daily Traffic Daily Traffic Modal Daily Traffic Daily Traffic Modal Occupancy Occupancy (vehicle) (Trip) Split (vehicle) (Trip) Split (person/vehicle) (person/vehicle) Pedestrian -- 24,696 10.3% -- 8,970 6.1% Bicycle -- 460 0.2% -- 179 0.1% Motorcycle -- 678 0.3% -- 410 0.3% Passenger Vehicle -- 131,675 54.8% -- 107,828 73.6% Bus -- 13,908 5.8% -- 5,192 3.5% Total Minibus -- 711 0.3% -- 479 0.3% Tram -- 49,337 20.5% -- 14,945 10.2% Trolleybus -- 14,314 6.0% -- 5,343 3.6% Other Bus -- 4,643 1.9% -- 3,226 2.2% Public Transportation -- 82,913 34.5% -- 29,185 19.9% Total -- 240,422 100% -- 146,571 100% Pedestrian 1.00 7,223 7,223 16.7% 1.00 2,624 2,624 8.5% Bicycle 1.00 146 146 0.3% 1.00 57 57 0.2% Motorcycle 1.00 0 0 0.0% 1.00 0 0 0.0% 1) North- Passenger Vehicle 1.42 19,463 27,638 63.8% 1.42 15,939 22,633 73.2% South Bus 17.2 460 7,897 18.2% 11.6 313 3,619 11.7% Section Minibus 11.1 30 333 0.8% 7.5 30 224 0.7% Other Bus 17.2 4 60 0.2% 11.6 151 1,752 5.7% Public Transportation -- 8,290 19.1% -- 5,595 18.1% Total 27,326 43,297 100% 計 19,113 30,908 100% Pedestrian 1.00 3,266 3,266 6.6% 1.00 1,186 1,186 3.9% Bicycle 1.00 139 139 0.3% 1.00 54 54 0.2% Motorcycle 1.00 30 30 0.1% 1.00 18 18 0.1% 2) East-West Passenger Vehicle 1.42 19,612 27,849 56.7% 1.42 16,060 22,805 74.3% Trolleybus Bus 17.2 185 3,176 6.5% 11.6 88 1,018 3.3% Section Minibus 11.1 34 378 0.8% 7.5 34 254 0.8% Trolleybus 33.9 422 14,314 29.1% 13.6 394 5,343 17.4% Public Transportation -- 17,868 36.4% -- 6,615 21.6% Total 23,688 49,152 100% 計 17,834 30,678 100% Pedestrian 1.0 14,207 14,207 9.6% 1.0 5,160 5,160 6.1% Bicycle 1.0 175 175 0.1% 1.0 68 68 0.1% Motorcycle 1.0 648 648 0.4% 1.0 392 392 0.5% 3) Passenger Vehicle 1.42 53,653 76,188 51.5% 1.42 43,937 62,390 73.4% East-West Bus Tram 15.5 183 2,836 1.9% 5.6 100 556 0.7% Section Tram 61.4 803 49,337 33.3% 30.0 498 14,945 17.6% Other Bus 15.5 296 4,583 3.1% 5.6 263 1,474 1.7% Public Transportation -- 56,755 38.4% -- 16,975 20.0% Total 69,965 147,973 100% 計 50,418 84,985 100%

Record redger of GRAS Traffic Counter 2015 Passenger Boarding and Alighting Survey Assumed to be the same level as the bus of the same section Supplementary survey

Conducted in this study

Source: JICA Study Team

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Traffic Policies and Regulations

Parking Regulations

6 Parking regulations are detailed in the report of municipality of Novo Sarajevo (2016) . The following is a summary of parking regulations, present conditions of parking lots and actual parking situation found by parking surveys.

Parking Regulations in 2002 In January 2002, the SC government adopted a decision on the prices of monthly parking ticket and determined the parking fee and conditions. The parking fee for all tenants and legal entities along the street is collected by RAD, which functions as an integrated service company under the SC.

Parking Regulations in 2014 In August 2014, the SC government adopted a new decision on the zone divisions of public pay parking lots. With the aim of expanding the number of parking lots in SC, this decision covers all nine municipalities. The new zone divisions of public parking lots was introduced as Zone Zero, Zone I, and Zone II. Zone I or Zone Zero is applied to parking lots with high demand. Parking time is limited to a maximum of 2 hours in Zone Zero. Zone II is applied to parking lots with low demand.

Parking Regulations in 2016 In June 2016, the SC government adopted a decision on the Regulation on Organization and Manner of Payment for Parking in the Canton Sarajevo (2016)7. The regulation states the following: Article 19 of the regulation defines the parking zone. Public parking lots are classified into three zones, which are assigned the following colors: Zone Zero: green, Zone I: red, and Zone II: yellow. The targeted areas for parking zones shall be adopted by the SC government. Article 23 defines the types of parking tickets, sales, and distribution. The parking ticket can be issued as a daily ticket for a particular parking zone and is valid for one day from issuance. The parking ticket for 1 hour or multi-day can also be issued within 24 hours. Article 31 defines the privileged parking tickets. The privileged tickets are targeted for tenants that have a place of residence along a certain street where parking is charged. The privileged ticket is valid from 17:00 to 7:00. This article is applicable to public parking on a street operated by the ministry. Article 40 defines the construction of new parking lots. Owners of collective housing, large shopping malls, and other similar facilities are obliged to provide their users with onsite parking lots in accordance with the prescribed legislation.

Parking Regulations in 20178 In October 2017, the SC government determined parking fees in each zone according to the Regulation on Organization and Manner of Payment for Parking in the Canton Sarajevo (2016). The parking fee per hour in each zone was summarized in Table 3.6.1. Public pay parking lots in all zones are not to be

6 Municipality of Novo Sarajevo, Elaborate on the possibilities of increasing number of parking locations in municipality of Novo Sarajevo, July 2016 (ELABORAT O MOGUĆNOSTIMA POVEĆANJA BROJA PARKIRALIŠNIH MJESTA NA PODRUČJU OPĆINE NOVO SARAJEVO, July 2016). 7 Official gazette of Sarajevo Canton, No.25, in 23th June 2016. 8 Sarajevo Canton, Cantonal Environmental Protection Plan, 2017 (Kantonalni Plan Zaštite Okoliša, Kantona Sarajevo, 2017).

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charged on Sundays, holidays, and the first day of religious holidays. On the other hand, parking lots with automatic billing are charged from Monday to Sunday for 24 hours.

Table 3.6.1: Parking Fee in Each Zone Monthly Annual Reservation Zone Parking Fee Date, Time Ticket Ticket Ticket BAM 2 /hour AM 7:00 - PM 10:00 0 BAM 160 BAM 1,500 BAM 500 /month (Maximum 3 hours） (Monday – Saturday) AM 7:00 - PM 10:00 I BAM 2 /hours BAM 80 BAM 750 BAM 250 /month (Monday – Saturday) AM 7:00 - PM 8:00 II BAM 1 /hour BAM 50 BAM 400 BAM 250 /month (Monday – Saturday) Source: JICA Study Team based on data provided by the Ministry of Traffic

Current Situation of Parking Lot and Traffic Regulation

Public Pay Parking

Location of Public Pay Parking Lots The locations of public pay parking lots are shown in Figure 3.6.1. 78.4 % of public pay parking lots in SC are located in Municipality Centar Sarajevo. Most of the public parking lots are concentrated in the eastern area from the Sarajevo national station.

Source: JICA Study Team

Figure 3.6.1: Location of Public Pay Parking Lots in Sarajevo Canton

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The public pay parking with the location and traffic regulation are summarized in the ANNEXURE 2.

Interview with Municipalities

Targeted Municipalities City of Sarajevo consisting of four municipalities of Stari Grad, Centar Sarajevo, Novo Sarajevo, and Novi Grad has a predominant share of population and employment in SC. These municipalities are located on major public transport routes such as trams and trolleybuses operated by GRAS and buses operated by Centrotrans as shown in Figure 1.4.1. They are closely related to the parking policy in SC. Interviews with these municipalities and parking department of Ministry of Traffic Sarajevo Canton were conducted to collect parking information in SC.

Interview Results Table 3.6.2 shows the parking information obtained from the interviews with five organizations, which are especially related to the services of public transportation and parking. The parking lots in SC are controlled by SC and the municipalities. The parking fee is collected by RAD. RAD functions as an integrated service company under the SC and is under contract with the municipalities. The total number of parking lots in SC is around 30,000, 10 % of which is controlled by SC, and almost all parking lots are concentrated in the center. According to the interviews as summarized in Table 3.6.2, the policies on parking lot maintenance and on illegal parking control are not unified among the SC government and the municipalities. Regarding building use (e.g., commercial, residential, and factory), there are certain traffic regulations for parking which are prescribed by the governments at the cantonal and federal level. The federal level law stipulates that parking lots should be under the jurisdiction of municipalities. Whereas the SC regulation stipulates it should be under the jurisdiction of the cantonal level. There is discrepancy between these two pieces of legislation. Centara Sarajevo, which has 78.4 % of the public paid parking lots in SC, has filed a lawsuit in the Supreme Court of FBiH requiring the parking lots and parking fees to be under the jurisdiction of each municipality. SC has the competence to reinforce illegal parking in the public parking lots controlled by SC. On the other hand, approximately 90 % of parking lots are operated by municipality. The police have competence to reinforce illegal parking in the parking lots controlled by municipality. There are many illegally parked vehicles because regulations are not strictly enforced. According to the interview results, some surveys regarding parking were conducted and analyzed by each municipality. They understand that parking policy and public transport policy are closely related to each other.

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Table 3.6.2: Summary of Interviews Name of Meeting Date Summary Organization Ministry of 13 March 2019 - Public parking lots on the street of SC are charged and SC Traffic Parking has the authority and control. Department - There are parking lots that four cities lent to the private sector besides SC. Novi Grad 10 April 2019 - Largest population among the municipalities. - Parking fee is free. - A study for the parking areas along the main tram route was conducted and another study concerning the slope area is under investigation. Novo Sarajevo 9 April 2019 - A study for 8,000 parking lots was conducted and analyzed. - Novo Sarajevo intends to regulate 8,000 parking lots although SC intends to regulate only the profitable parking lots. - There is discrepancy between these traffic regulations for parking which are prescribed by the cantonal and federal level government . Centar 9 April 2019 - Municipality Centar initiated the court dispute at the Supreme Court of FBiH asking to have the parking areas and fee under their own jurisdiction. - An underground garage to solve the lack of parking capacity is under planning. Stari Grad 11, April, 2019 - It is difficult to develop new parking areas due to the terrain and narrow streets. - An underground garage for 150 parking lots is under construction. Source: JICA Study Team

Parking Conditions

Public Pay Parking Lot In order to understand the usage situation of public parking lots (street parking and off-street parking), the details of parking capacity, the number of parking vehicle and the ticket types are investigated. The usage situation of public parking lots is shown in Table 3.6.3.

Street Parking The number of illegal parking accounts for 33 % share of the total number of street parking. A monthly ticket for street parking is used more than an hourly ticket.

Off-street Parking The occupied rate of off-street parking (30 %) is less than that of street parking (85 %). Some of the possible reasons for this are:

・ The off-street parking lots and the street parking lots charge the same parking fee. Therefore, on-street parking is selected access is easier.

・ Off-street parking lots are managed at the gates and fees are strictly collected. Therefore, parking users select the street parking lot where they can manage ticket prices.

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Table 3.6.3: Public Parking Lots Information Capacity Number of Sarajevo Monthly Hourly Illegal ID Name of Parking Lot (Number of Parked Wheelchair Canton Ticket Ticket Parking parking lots) Vehicles Staff 1. street parking 23 12 1 4 0 0 7 2. street parking 28 28 15 3 1 3 6 3. off-street parking 49 12 0 12 0 0 0 4. street parking 16 6 0 0 0 0 6 street parking (for a 5. 8 8 0 0 3 0 5 handicapped person) 6. street parking 22 11 3 7 1 0 0 10. off-street parking 40 15 0 15 0 0 0 11. street parking 35 34 10 6 1 1 16 18. street parking 75 74 24 8 9 16 17 22. street parking 18 18 2 5 1 4 6 55 33 16 24 63 Street Parking Total 225 191 (29%) (17%) (8%) (13%) (33%) 0 27 0 0 0 Off-Street Parking Total 89 27 (0%) (100%) (0%) (0%) (0%) 55 60 16 24 63 Grand Total 314 218 (25%) (28%) (7%) (11%) (29%) Source: JICA Study Team The details of parking lots are shown in the ANNEXURE 2.

Private Pay Parking Lot The results of the private parking survey on capacity, number of parked vehicles, and parking fee are summarized in Table 3.6.4. The parking fee is high in private parking lots around the Sarajevo City Hall (ID:1 and 2). The parking fee influences the parking selection by car users and modal choice by citizens.

Table 3.6.4: Private Parking Lots Capacity ID Number of Parked Vehicles Parking Fee (Number of Parking Lots) 1. 27 20 BAM 4 /hour, BAM 30 /day 2. 15 11 BAM 3 /hour, BAM 30 /day 3. 80 50 BAM 2 /hour, BAM 20 /day 4. 50 － BAM 2 /hour, BAM 20 /day 5. 100 55 BAM 2 /hour, BAM 20 /day 6. 55 21 BAM 2 /hour, BAM 20 /day Source: JICA Study Team

Evaluation of the Current Parking Situation The parking time and fee are set by the zone system in Sarajevo. Zone 0 in the city center is expensive at BAM 2/hour and the maximum parking time is only 3 hours. The parking control in the city center is strictly controlled. On the other hand, the parking lots are free in the suburbs (e.g. Novi Grad on the west side of Sarajevo). The monthly fee for commuters is BAM 80/month for Zone I parking lot. In contrast, the commuter ticket price for public transportation that can be used throughout Sarajevo is BAM 115/month, and so it is cheaper to use a parking lot than to use public transportation. Therefore, it is thought that many people who commute from suburbs to city center use passenger cars. As mentioned above, 33 % of street parking users park illegally. There were other illegally parked vehicles on roads that were not indicated as parking lots.

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There are many narrow roads with one-way streets in the old city. Therefore, illegal parking near the bus stop prevents smooth passage of buses (Figure 3.6.2). The cause of illegal parking is that the fine for illegal parking is BAM 20, and it is same as the daily parking fee. Therefore, the fine for illegal parking is not a big cost for users. Approximately 90 % of parking lots are operated by municipality. The police have authority to enforce illegal parking in the parking lots controlled by municipality. But the police don’t have enough officers to check illegal parking. The lack of a system to check illegal parking is also considered to be a cause of illegal parking. According to the parking condition survey, the use of street parking lots is very high in center of Sarajevo. On the other hand, there are vacant spaces in the off-street parking lots. Since it is difficult to install a new parking lots in the hilly residential area, there are insufficient parking lots in the hilly residential area (Figure 3.6.2).

Source: JICA Study Team

Figure 3.6.2: Street Parking in Sarajevo Canton

Traffic Survey

Targeted Traffic Survey Cross Section Since the north and south of Sarajevo is a hilly area, the trunk transportation line extends east-west along the city. Therefore, the inflow and outflow of traffic from north-south direction get together the east- west trunk transportation line. On the east-west line, a tram runs on the north side along the city and a trolleybus runs on the south side. Only buses is operated on the north-south route to the northern satellite city of Vogošća. Based on the above, the necessary traffic data was collected in three sections, i.e., north-south section and two east-west sections (tram section and trolleybus section) shown in Figure 3.7.1 as representative sections, and the modal split rates are estimated.

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To Vogošća North-South section

Tram East section - West West

Trunk Transportation Line

Trolleybus Source: JICA Study Team

Figure 3.7.1: Target Section of Modal Split Estimation

Pedestrian and Bicycle Count Survey

Objective The traffic counter data in 2015 which was used to estimate the modal split does not include the pedestrians and bicycles. Therefore, the pedestrian and bicycle count survey was conducted to complement the traffic data.

Summary of Pedestrian and Bicycle Count Survey A summary of the pedestrian and bicycle survey is shown in Table 3.7.1. The survey was conducted in three cross sections, i.e., north-south section and two east-west sections (tram section and trolleybus section), shown in Figure 3.7.1 as representative sections. In addition, in order to confirm the difference between winter and summer, the survey on the east-west cross section (tram cross section) were conducted twice in winter (March) and summer (June).

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Table 3.7.1: Summary of Pedestrian and Bicycle Count Survey Item Contents Date Winter:12 March 2019 (Tuesday) Summer: 18 June 2019 (Tuesday) – 20 June 2019 (Thursday) Time Winter: Morning Peak Hour 7:00 - 9:00, Evening Peak Hour 16:00 - 18:00 Summer: Morning Peak Hour 8:00 - 9:00, Evening Peak Hour 16:00 - 17:00 Location Winter: Tram section (In front of Sarajevo City Center) Summer: Tram section, Trolleybus section, North-South section Weather Winter: Morning: Snow, Evening: Cloudy Summer: Morning: Cloudy, Evening: Cloudy Vehicle types 1: Pedestrian 2: Bicycle Source: JICA Study Team

Result of Pedestrian and Bicycle Count Survey The results of the pedestrian and bicycle count survey are shown in Table 3.7.2. Among the three sections, the number of pedestrians in the east-west tram section was the largest, and the trolleybus section was the least. The tramline has the most traffic, and there are many shops along the road. In contrast, the trolleybus line is located on the south side of the river, and the traffic volume is less than half of the tram line. As a result of comparing cross section of winter and summer, there are more pedestrians during winter. As shown by the monthly traffic volume in Figure 3.4.2, there are few cars during winter. For this reason, it is considered that some car users have shifted to public transportation and pedestrians are increasing. There are few bicycles in use in winter, and it is assumed that bicycle users shift to public transport.

Table 3.7.2: Result of Pedestrian and Bicycle Count Survey Pedestrian Bicycle Season Traffic Location 8:00 - 9:00 16:00 - 17:00 8:00 - 9:00 16:00 - 17:00 Volume* Tram Section 1,140 1,846 1 5 Winter 54,061 North Section 716 642 13 32 19,126 Tram Section 1,002 1,669 22 32 Summer 54,061 Trolleybus Section 300 314 29 14 20,123 *Traffic survey (2017) Source: JICA Study Team

Estimation of Pedestrian and Bicycle Traffic Volume per Day In the traffic survey (2017), 12-hour pedestrian and bicycle traffic are counted. It is assumed that the percentage of total traffic during peak time is the same ratio in the north-south section, tram section, and trolleybus section. Then, the pedestrian and bicycle traffic volume per day was estimated using the survey results. The estimation results shown in Table 3.7.3 is used to calculate the modal split.

Table 3.7.3: Result of Pedestrian and Bicycle Count Survey Percentage at Peak Estimation Result of Pedestrian and Bicycle per Day

Hours* North Section Tram Section Trolleybus Section 7,223 14,207 3,266 Pedestrian 18.8% (=1,358/18.8%) (=2,671/18.8%) (=614/18.8%) 146 175 139 Bicycle 30.9% (=45/30.9%) (=54/30.9%) (=43/30.9%) * Percentage of pedestrians and bicycles at 8:00 and 16:00 on weekdays in the Traffic Survey (2017) Source: JICA Study Team

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Average Occupancy Survey

Average Occupancy Survey of Passenger Vehicle The survey of the average occupancy in passenger vehicles was conducted. A summary of the survey is shown in Table 3.7.4. The result is 1.42 persons per vehicle, as calculated based on 200 samples.

Table 3.7.4: Summary of Average Occupancy Survey Item Contents Date 12 March 2019 (Tuesday) Time Morning Peak Hour 7:00 - 8:00 Location In front of Sarajevo City Center Weather Morning: Snow Vehicle type 1: Passenger Vehicle Sample n=200 Average occupancy 1.42 persons per vehicle Source: JICA Study Team

Average Occupancy Survey of Public Transportation The average number of passengers in public transport passing through each section was collected through the passenger boarding and alighting survey shown in the section 3.7.4. The collected results are shown in Table 3.7.5. The average number of passengers on other buses is assumed to be the same as the bus passenger at each section. The details of the survey are described in the section 3.7.4 passenger boarding and alighting survey.

Table 3.7.5: Average Occupancy Survey of Public Transportation Public North Section Tram Section Trolleybus Section Transportation Weekday Holiday Weekday Holiday Weekday Holiday Tram - - 61.1 30.0 - - Trolleybus - - - - 33.9 13.6 Bus 17.2 11.6 15.5 5.6 17.2 11.6 MiniBus 11.1 7.5 - - 11.1 7.5 Source: JICA Study Team

Passenger Boarding and Alighting Survey

Survey Overview

Objective It is necessary to convert the traffic volume data from vehicle base to person base using the average occupancy in estimating the modal split rates. The purpose of this survey is to calculate the average occupancy by conducting a passenger boarding and alighting survey using CCTV camera. GRAS does not have passenger traffic volume data for public transport. Based on the passenger boarding and alighting survey, the numbers of passengers at each station on the main lines of public transportation are determined and these are used as basic data for public transportation management and examination of operation efficiency.

Methodology A sampling survey was conducted by extracting vehicles from public transportation lines on major routes. CCTV cameras were installed near each entrance of the vehicle (Figure 3.7.2). The station was identified from the latitude and longitude of the recorded video (Figure 3.7.3), and the stop time and the number of passengers were counted.

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Source: JICA Study Team

Figure 3.7.2: Installed CCTV Camera

Velocity Date

latitude and longitude

Source: JICA Study Team

Figure 3.7.3: Information of CCTV Camera

Selection of Survey Route After discussions with GRAS and Centrotrans, the target vehicle was selected in a sample route on five routes that has high frequency of operation and passes through three sections to estimate the modal split rates (Table 3.7.6,Figure 3.7.4).

Table 3.7.6: Target Route of Passenger Boarding and Alighting Survey Distance Number of CCTV Camera Route Target Vehicle Section (km) (unit) 31E Bus (GRAS) VIJEĆNICA – DOBRINJA 14.0 3 21 Bus（Centrotrans） SUTJESKA – VOGOŠĆA 9.1 3 22 Bus（Centrotrans） SUTJESKA – ILIJAŠ 21.3 2 3 Tram (GRAS) BAŠĆARŠIJA-ILIDŽA 13.9 5 103 Trolleybus (GRAS) DOBRINJA -TRG AUSTRIJE 9.6 4 Total 5 routes 67.9 17 Source: JICA Study Team

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ILIJAŠ Croatia

Serbia Bosnia & Herzegovina (Sarajevo)

Italy

VOGOŠĆA

Bus No. 21 (Centrotrans) Bus No. 22 (Centrotrans)

SUTJESKA BAŠĆARŠIJA Central Station VIJEĆNICA TRG AUSTRIJE Bus No. 31E (GRAS)

Tram No.3 (GRAS) Trolley Bus No.103 GRAS

ILIDŽA Airport Ⓒ OpenStreetMap DOBRINJA Source: JICA Study Team

Figure 3.7.4: Survey Routes

Survey Schedule The survey schedule is shown in Table 3.7.7. During the survey period, the commuting demand for these schools could not be captured.

Table 3.7.7: Survey Schedule of Passenger Boarding and Alighting Survey Route Target Vehicle Date Usage Data 31E Bus (GRAS) June 15-21, July 1-10, 2019 June 18, July 7 21 Bus（Centrotrans） June 15-21, July 1-10, 2019 July 2, July 7 22 Bus（Centrotrans） June 15-21, July 1-10, 2019 July 2, July 7 3 Tram (GRAS) June 15-21, July 1-10, 2019 June 18, July 7 103 Trolleybus (GRAS) June 15-21, July 1-10, 2019 July 2, July 7 Source: JICA Study Team

Summary of Results of Passenger Boarding and Alighting Survey The average speed, the number of passengers per vehicle and maximum number of passengers are shown in Table 3.7.8 and Table 3.7.9 as a result of the survey on holidays and on weekdays. The average speed is approximately 30 km/h on bus route 21 and 22 in the north-south direction, and less than 20 km/h in the east-west direction. Holidays have faster average speed and less traffic than weekdays. The tram is the slowest public transport at approximately 16 km/h. The number of passengers per tram vehicle on weekday is over 50 persons, the highest among public transport. Next is the weekday trolleybus. The number of passengers per vehicle each route is lower on holidays than on weekdays, especially tram and trolleybus are decreased significantly.

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The maximum number of passengers of tram at morning peak hour on weekday is 156 persons, the highest among public transport. Next is the weekday trolleybus. The maximum number of passengers each route is lower on holidays than on weekdays. The analyses of public transportation management and operation efficiency using the passenger data collected in this survey are described in detail in Chapter 4:.

Table 3.7.8: Survey Results on Weekdays

Weekday Route Distance Round Number of Maximam number of passenger on public transportation No. Target Vehicle Route Average Speed No. （km） Trip passengers per No. of （km/h） Peak Time Section (per day) vehicle (person) passengers Bus AM 7:41 61 Dolac Malta --> Socijalno 1 31E VIJEĆNICA – DOBRINJA 14.0 9 18.0 16.0 (GRAS) PM 16:29 43 Socijalno --> Dolac Malta Bus AM 7:18 37 Šip --> Koševo 2 21 SUTJESKA – VOGOŠĆA 9.1 12 28.6 14.3 (Centrotrans) PM 17:36 32 Kobilja Glava --> Gornji Hotonj Bus AM 9:04 26 Bare --> Ciglane 3 22 SUTJESKA – ILIJAŠ 21.3 6 33.1 9.0 (Centrotrans) PM 13:32 28 Bare --> Ciglane Tram AM 9:06 156 Muzeji --> Marijin Dvor 4 3 BAŠĆARŠIJA-ILIDŽA 13.9 12 15.8 51.4 (GRAS) PM 13:24 115 RTV --> Otoka Trolleybus AM 7:37 106 Hrasno --> Hrasno II 5 103 DOBRINJA -TRG AUSTRIJE 9.6 13 17.4 30.0 (GRAS) PM 18:34 59 Grbavica --> Hrano Source: JICA Study Team

Table 3.7.9: Survey Results on Holidays

Holiday Route Distance Round Number of Maximam number of passenger on public transportation No. Target Vehicle Route Average Speed No. （km） Trip passengers per No. of （km/h） Peak Time Section (per day) vehicle (person) passengers Bus AM 10:37 21 Vojničko Polje --> Nedžarići 1 31E VIJEĆNICA – DOBRINJA 14.0 9 20.4 7.7 (GRAS) PM 22:21 33 Alipašin Most --> RTV Bus AM 10:13 23 Šip --> Bare 2 21 SUTJESKA – VOGOŠĆA 9.1 11 32.7 11.2 (Centrotrans) PM 16:12 21 Ciglane --> Bare Bus AM 6:31 26 TAS --> Ciglane 3 22 SUTJESKA – ILIJAŠ 21.3 9 34.9 9.6 (Centrotrans) PM 13:48 26 Vogošća --> Donja Vogosca Tram AM 10:40 75 Nedzarici --> Avaz 4 3 BAŠĆARŠIJA-ILIDŽA 13.9 12 16.2 30.8 (GRAS) PM 15:09 92 Alipasino Polje --> Nedzarici Trolleybus AM 6:17 61 Hrasno --> Hrasno II 5 103 DOBRINJA -TRG AUSTRIJE 9.6 13 18.4 14.3 (GRAS) PM 18:34 34 Hrano --> Aneks A Source: JICA Study Team

Estimation of Modal Split Rates

Used Data The data used for modal split estimation and collection method is shown in Table 3.7.10. In this survey, traffic volume data (2015) measured by traffic counter was used. However, tram, trolleybus, pedestrians, and bicycles are lacked in the existing traffic survey. Therefore, additional traffic surveys for pedestrians and bicycles were conducted to supplement the existing traffic data. Since pedestrian and bicycle traffic were hardly observed in the north-south section, the survey was conducted on the south side where there are many pedestrians and bicycles. In addition, an additional survey for average occupancy was conducted. The existing traffic volume survey points and traffic survey points conducted in this study are shown in Figure 3.7.5. An enlarged map of the traffic survey location is shown in Figure 3.7.6. It should be noted that there are roads where the traffic volume cannot be counted in the cross section for estimating modal split rate.

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Table 3.7.10: Usage Data of Modal Split Estimation and Collection Method Survey Type Data Collection Method Year Pedestrian 3 sections: additional survey 2019*2 Bicycle Motorcycle 1) North-South Section: Traffic Counter No.7 2) East-West Tram Section: Traffic Counter No.5 and No.6 2015*3 Passenger Vehicle 3) East-West Trolleybus Section: Traffic Counter No.8 Bus 1) North-South Section: Number of operation records of GRAS Section 2) East-West Tram Section: Number of operation records of GRAS 2018*3 Traffic Minibus 3) East-West Trolleybus Section: Number of operation records of GRAS Volume 1) North-South Section: Traffic Counter No.7 2) East-West Tram Section: Traffic Counter No.5 and No.6 2015*3, Other Bus 3) East-West Trolleybus Section: Traffic Counter No.8 and Number of 2018*3 operation records of GRAS Tram 2) East-West Tram Section: Number of operation records of GRAS 2018*3 Trolleybus 3) East-West Trolleybus Section: Number of operation records of GRAS 2018*3 Passenger Vehicle Observation by a video camera 2019*2 Bus Average Minibus Occupancy Number of passenger survey data on five major routes*1 2019*2 Tram Trolleybus *1 For minibuses, refer to typical minibus capacity examples. For bus at East-West Trolleybus Section, its average occupancy refers to bus at North-South Section. *2 Specific date data *3 Annual average daily traffic data Source: JICA Study Team

Legend < Existing Traffic Volume Survey > Bus No.21 2015 Traffic volume (Traffic Counter) 2017 Traffic volume including pedestrians Bus No.22 < Traffic Survey Conducted in This Study > Passenger boarding alighting survey North section Pedestrian and bicycle survey and average occupancy survey Pedestrian and bicycle survey Tram section Bus No.31E Cross section for estimating modal split rate

Tram No.3

Tolley Bus section Tolley Bus No.103

Source: JICA Study Team

Figure 3.7.5: Location of Existing Traffic Survey and Traffic Survey Conducted in this Study

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Legend Cross section for estimating modal split rate < Existing Traffic Volume Survey > Traffic volume (Traffic Counter) < Traffic Survey Conducted in This Study > Pedestrian and bicycle survey

There are roads where the traffic volume cannot be counted in the cross section for estimating modal split rate

Source: JICA Study Team

Figure 3.7.6: Enlarged Map of Traffic Survey Conducted in this Study

Estimation Method of Modal Split Rates The flow of the modal split rates estimation is shown in Figure 3.7.7. The outline of the flow of the modal split estimation is described below.

Daily Traffic Volume Data Traffic volumes of motorcycles and passenger vehicles utilized the traffic counter data. Traffic volumes of pedestrians and bicycles were collected by conducting additional traffic survey. Traffic volumes of bus, minibus, tram, and trolleybus utilized the operation records. Charted buses, intercity buses, and out-of-service buses were estimated using traffic counter data and operation records as other buses.

Average Occupancy The sample survey result shown in Table 3.7.4 was used for the average occupancy of passenger vehicle. The average occupancy of bus, tram, and trolleybus were calculated from passenger boarding and alighting survey shown in Table 3.7.5. The average occupancy of motorcycle, pedestrian and bicycle was set to one person.

Calculation of the Number of Users of Each Transportation The number of users was calculated by multiplying the traffic volume and the average occupancy shown above for each transportation.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Calculation of Modal Split Rates The modal split rates were calculated by dividing the number of users of each transportation by the total number of users.

1) Daily Traffic Volume Data

Motorcycle, Passenger Vehicle Traffic counter (2015) *

Pedestrian and bicycle survey (2019)** Pedestrian, Bicycle Traffic volume survey (2017)* Bus, Minibus, Tram, Trolleybus (include pedestrian and bicycle)

Operation records (2019)* 2) Average Occupancy Average occupancy survey (2019)** Passenger Vehicle (Table 3.7.4)

Bus, Tram, Trolleybus Passenger boarding and alighting survey (2019)** (Table 3.7.5)

3) Calculation of the Number of Users of Each Transportation

4) Calculation of Modal Split Rates (Number of users of each transportation / Total number of users)

* Existing Survey **Conducted in this survey

Source: JICA Study Team

Figure 3.7.7: Workflow of the Modal Split Rates Estimation

Passenger Volume of Public Transportation The passenger volume of public transportation is calculated from daily traffic volume and average occupancy on the transportation. The daily traffic volume and daily passenger volume at each section are summarized in Table 3.7.11 and Table 3.7.12. Table 3.7.11: Daily Traffic Volume of Public Transportation Mode North Section Tram Section Trolleybus Section Weekday Holiday Weekday Holiday Weekday Holiday Tram - - 803 498 - - Trolley bus - - - - 422 394 Bus 460 313 183 100 185 88 MiniBus 30 30 - - 34 34 Other Bus 4 151 296 263 - - Source: JICA Study Team based on the number of traffic on the existing primary city and regional network roads in the competition of the directorate for the roads of Sarajevo Canton in 2015

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Table 3.7.12: Daily Passenger Volume of Public Transportation Mode North Section Tram Section Trolleybus Section Weekday Holiday Weekday Holiday Weekday Holiday Tram - - 49,337 14,945 - - Trolley bus - - - - 14,314 5,343 Bus 7,897 3,619 2,836 556 3,176 1,018 MiniBus 333 224 - - 378 254 Other Bus 60 1,746 4,583 1,463 - - Source: JICA Study Team based on the number of traffic on the existing primary city and regional network roads in the competition of the directorate for the roads of Sarajevo Canton in 2015

Number of User of Motorcycles and Passenger Vehicles The number of user of motorcycles and passenger vehicles is calculated from the collected daily traffic volume by the traffic counter and average occupancy on the transportation collected through the average occupancy survey.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Analysis of Public Transport Services in Sarajevo Canton

Introduction

The old and new city areas of SC have been developed in a basin terrain, and housing areas exist on the hillsides. The city areas extend to the east-west direction, where trams and trolley buses are operated and utilized as the main transportation modes by GRAS. In addition, public buses are operated by GRAS and Centrotrans towards the satellite cities surrounding City of Sarajevo (Vogosca in the northern area and Hrasnica in the southern area). Minibuses are operated on branch lines in the hillsides by GRAS and Centrotrans due to the steep slopes and narrow roads in these areas (Figure 4.1.1,Figure 4.1.2). This chapter reports the current status and results of analysis of data collection and interviews on management conditions of public transport services operated in Sarajevo Canton.

Source: JICA Study Team based on materials provided by GRAS and Centrotrans

Figure 4.1.1: Public Transport Map in Sarajevo

Source: JICA Study Team

Figure 4.1.2: Public Transportation in Sarajevo (tram, trolleybus, minibus, bus)

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Passenger Public Transport in Sarajevo Canton

Passenger Volume

Trends of Number of Passengers in GRAS Table 4.2.1 shows the trends of average dairy number of passengers in GRAS. There was a large decline of approximately 20 % in the number of passengers carried from 2010 to 2015 in all public transportation modes. Table 4.2.2 shows the average number of passengers per day in the Centrotrans. The daily passengers of the Centrotrans is only one-sixth to one-fifth of GRAS. In addition, the Centrotrans operates intercity buses. Some intercity buses also transport within Sarajevo Canton.

Table 4.2.1: Trends of Average Number of Passengers per Day in GRAS GRAS Total Passengers (passenger/day) 2010 2012 2015 Tram 132,868 128,942 117,380 Trolleybus 53,088 50,246 45,121 Bus 97,493 81,962 70,660 Minibus 28,375 26,992 20,904 Total 311,824 288,142 254,065 Source: provided by GRAS

Table 4.2.2: Average Number of Passengers per Day in Centrotrans Total Passengers (passenger/day ) Bus 13,545 Minibus 3,386 Total 16,931 Source: provided by Centrotrans

Situation of Passenger Volume and Transport Density Table 4.2.3 shows the estimated average transport performance per day in 2010. Although a large-scale survey was conducted based on fare revenue and other factors in 2010, no survey has been conducted since then. From the perspective of transport density, it can be said that trams function as the main transportation mode in the city. Trolleybuses have a transport density that is 1.5 times than that of buses in the city and have the highest presence among all the bus-type transportation modes. The transport density of minibuses is particularly low in the suburbs (West of Ilidža and north of Vogošća).

Table 4.2.3: Estimates of Average Transport Performance per Day in GRAS (2010) Total Number Average of Kilometer Passenger-km Total Driving Transport of Passengers per Passenger (passenger× Distance Density (person) (km) km) (km) (person/day) A B C=A×B D E=C/D Tram 131,390 2.72 356,924 44.7 7,989 Trolleybus 58,225 2.14 124,376 41.9 2,968 Bus (City) 100,972 3.37 340,425 176.8 1,925 Bus (Suburban) 17,852 9.66 172,404 344.8 500 Minibus (City) 22,461 2.21 49,533 101.3 489 Minibus (Suburban) 3,242 6.19 20,058 244.6 82 Total 334,142 - 1,063,721 44.7 - Source: provided by GRAS, Operation Records (There are differences in the number of passenger because it is quoted from a different material than Table 4.2.1)

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Sample Survey for the Number of Passengers on the Major Routes

Survey Method A sample survey was conducted on the major routes to grasp number of passengers at each tram and bus stop for the public transportation. CCTV cameras were installed near each entrance of the vehicle and the stop time and the number of passengers were counted. The detailed survey method is described in Chapter 3. Each indicator (Table 4.2.4) can be used to judge passenger demand objectively. Table 4.2.5 shows the outline of the sample survey result of the targeted lines on a weekday. Each index was calculated using the passenger demand obtained from the sample survey. This is the result of the sample vehicle with a camera installed operating during one day.

Table 4.2.4: Summary of Demand Calculation index Overview (calculation method, what Index Image can be determined, guidelines, etc.)

Number of The number of passengers traveling by A B C Passengers tram or bus between stops. 2㎞ 3㎞ It is calculated by knowing the number of passengers at each stop. 1st Bus By knowing the number of passengers, it is possible to know how many passengers are in which section.

2nd Bus

Number of passing passengers at the 5 passenger 6 passenger cross section of bus stop

Passenger This data indicates volume of A B C 2㎞ 3㎞ Kilometer passengers. Cumulative passengers (people) x ride distance (km). In case of this sample survey, it is 1st Bus calculated as the total of all the stops, which is about the number of people 3 passenger×2㎞ + 2 passenger×3㎞＝ 12 passing between stops and the distance between stops. 28passenger The data is the basis of each index that kilometer 2nd Bus can grasp overall the demand trend, and indicates scale of transportation that cannot be identified by the number 2 passenger×2㎞ + 4 passenger×3㎞＝ 16

of passengers.

A B C Average of Average ride distance per passenger. 2㎞ 3㎞ Kilometers Passenger kilometers divided by the per number of passengers. 1st Bus

Passenger The characteristics of the line can be 3 passenger×2㎞ + 2 passenger×3㎞＝ 12 grasped by the long and short of the 28passenger average of kilometers per passenger and kilometer the variation, so that it can be used for 2nd Bus the design of the fare system. 2 passenger×2㎞ + 4 passenger×3㎞＝ 16

28 passenger kilometer Number of Passengers 8 Average of Kilometer per Passenger ＝28÷8 =3.5㎞

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A B C Number of Density of passengers in the vehicle. 2㎞ 3㎞ passengers Passenger kilometers divided by per vehicle Driving kilometers. 1st Bus It shows the average number of 3 passenger×2㎞ + 2 passenger×3㎞＝ 12

passengers in the car. 28passenger kilometer It is an index to improve the operation 2nd Bus efficiency (productivity). 2 passenger×2㎞ + 4 passenger×3㎞＝ 16

28 passenger kilometer Driving kilometers 10㎞ Number of passengers per vehicle＝28÷10 =2.8人

A B C Passenger Number of passengers per vehicle 2㎞ 3㎞ load factor divided by vehicle capacity. It is an index that measures the average degree 1st Bus Passenger capacity 10 Passenger capacity 10 of congestion throughout the day. 3 passenger×2㎞ + 2 passenger×3㎞＝ 12

In addition to the passenger load factor, 28passenger kilometer 2nd Bus congestion can also be determined Passenger capacity 10 Passenger capacity 10 based on the riding efficiency (= 2 passenger×2㎞ + 4 passenger×3㎞＝ 16 congestion rate) for a certain tram or bus at a certain time. 28 passenger kilometer Driving kilometers 10㎞ Number of passengers per vehicle＝28÷10 =2.8人 Passenger load factor＝2.8÷10 ×100=28%

A B C Transport Average number of passengers per 2㎞ 3㎞ Density kilometer per day. Also called Average Number of Passing Passengers. 1st Bus 3 passenger×2㎞ + 2 passenger×3㎞＝ 12 It is used as an index to indicate the Runs twice a day transportation scale of the line and 28passenger kilometer route. 2nd Bus

2 passenger×2㎞ + 4 passenger×3㎞＝ 16

28 passenger kilometer Total Driving Distance 5㎞ Transport Density＝28÷5÷1 =5.6 passengers/day

Source: JICA Study Team

Table 4.2.5: Overview of Sample Survey Result Total Number of Total Average of Number of Passenger Passenger Driving Trips number of Kilometer passengers per Load Factor Kilometer Distance (one way) Passengers per vehicle (%) (person x (km) (trip) （Round Passenger (person/day) km) trip total） (km) (person) Tram #3 266.8 24 4,008 3.4 51.4 27.5 13,718 Trolley #103 233.3 25 1,839 3.9 30.9 23.5 7,199 Bus #31E 194.3 18 542 5.8 16.0 13.7 3,115 Bus 21 219.2 24 517 6.1 14.3 12.8 3,137 Bus 22 213.6 10 212 9.0 9.00 8.1 1,909 Source: JICA Study Team

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Source: JICA Study Team Figure 4.2.1: Surveyed Lines

Survey Results

Tram Route No.3 Figure 4.2.2 shows the total number of passengers per day for direction at each station (Orange color: boarding, blue color: alighting, gray color: on the tram). It reveals that a lot of people are boarding at Ilidža, Stup and Otoka in the up line which is bound for city center. Especially the number of passengers on the vehicle at Pofalici is the highest. As shown in Figure 4.2.3, some passenger cannot take on the tram between Socijalno and Univerzitet due to the high density at peak hour.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Average passenger-km is approximately 3.4 km, while the one-way distance of this route is approximately 11 km. This result shows that there are many short distance users compared with the trolleybuses and buses (Table 4.2.6, Table 4.2.7). As for the number of origin passenger, the rate of the section farther than 5 km from the city center (e.g. “Ilidza” and “Stup”) is approximately 37 %, while the rate of the section from the city center to approximately 5 km (e.g. “Otoka”) is approximately 42 %. Compared with the trolleybuses and buses from the suburbs, the rate of destination passenger is not extremely biased to sections farther than 5 km from the city center. The rate of origin passenger (adding the number of boarding passengers on the up line and the number of alighting passengers on the down line at each stop) is approximately 50 % in the city center. For these reasons, the destination is biased toward the city center. The number of passengers per vehicle in the section approximately 5 km from the city center is mostly crowded with approximately 64 persons. However, there are approximately 40 persons in the city center and more than 5 km away from the city center. The number of passengers per vehicle of all sections is approximately 50 persons. From these things, it can be confirmed that it is used evenly. The average passenger load factor is approximately 28 %. The capacity of tram vehicles is approximately 190 people, and the average number of seats is approximately 58 people; therefore, on average, seats are filled all throughout the day. Figure 4.2.4 shows origin passengers and destination passengers. This graph shows where the users are boarding and alighting by the inclination of the graph. The inclination of origin is steep in the suburbs, but gradually increases in urban area. This is different from buses, and indicated that there are passengers who only use the city center. In this chart, the concentration of the origin passengers is almost parallel to the destination passengers. Also boarding and alighting are repeated frequently, that is, the average km per passenger tends to be short.

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50 100 40 80 30 60 20 40 10 20 0 0 -10 -20 -20 Number of Passengers -40 -30 Boarding -60 -40 Alightihg -80 -50 -100 Number of Passenger (person) of Number Number Number of BoardingAlighting / (person)

50 100 40 80 30 60 20 40 10 20 0 0 -10 -20 -20 Number of Passengers -40 -30 Boarding -60 -40 Alightihg -80 -50 -100 Number of Passenger (person) of Number Number Number of BoardingAlighting / (person)

Source: JICA Study Team Figure 4.2.2: Number of Passengers (Upper Graph: Average of Up Lines, Lower Graph: Average of Down Lines)

80 140 60 90 40

20 40

0 -10 -20 -60 -40 Number of Passengers

-110 Number of Passenger (person) -60 Boarding

Number Number / of Boarding (person)Alighting Alightihg -80 -160

Source: JICA Study Team Figure 4.2.3: Number of Passengers during Peak Hour (Depart from Ilidža at 8:33)

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Table 4.2.6: Number of Passengers RTV Park Stup Avaz Ilidza Posta Otoka Banka Muzeji Pofalici Drvenija Socijalno Vijecnica Nedzarici Katedrala Bascarsija Bascarsija Univerzitet Skenderija Cengic Vila Dolac Malta Kasindolska Marijin Dvor Marijin Dvor Energoinvest Alipasin Most Alipasino Polje Latinska ćuprija Latinska (A) Distance between Tram stops 0.622 0.635 1.031 0.631 0.43 0.562 0.518 0.472 0.605 0.566 0.482 0.489 0.614 0.39 0.359 0.416 0.508 0.536 0.27 0.444 0.326 0.36 0.634 0.583 0.442 0.457 0.492 (B) Boarding on Up Line 381 66 53 174 34 119 110 98 47 197 103 125 135 126 31 51 159 102 39 49 58 54 (C) Alighting on Up Line 0 0 16 84 8 71 53 47 26 150 44 129 117 96 96 66 186 304 127 123 166 75 (D) Alighting on the Down Line 413 18 57 127 32 119 80 71 32 141 56 94 128 107 40 46 104 96 49 68 146 (E) Boarding on the Down Line 0 1 36 48 24 73 44 22 43 144 33 102 82 86 42 72 162 232 148 114 189

(F) (B) + (D) 794 84 110 301 66 238 190 169 79 338 159 219 263 233 71 97 159 102 39 49 58 54 104 96 49 68 146

(G) (C) + (E) 0 1 52 132 32 144 97 69 69 294 77 231 199 182 138 138 186 304 127 123 166 75 162 232 148 114 189

(H) Number of Passenger 794 877 935 1104 1138 1232 1325 1425 1435 1479 1561 1549 1613 1664 1597 1556 820 618 530 456 348 327 651 515 416 370 (I) Number of Passenger on Upline 381 447 484 574 600 648 705 756 777 824 883 879 897 927 862 847 820 618 530 456 348 327 (J) Number of Passenger on Downline 413 430 451 530 538 584 620 669 658 655 678 670 716 737 735 709 651 515 416 370 (K) Passenger Kilometer 493.9 556.9 964.0 696.6 489.3 692.4 686.4 672.6 868.2 837.1 752.4 757.5 990.4 649.0 573.3 647.3 416.6 331.2 143.1 202.5 113.4 117.7 412.7 300.2 183.9 169.1 0.0 (L) Number of Rides 23 23 23 23 23 23 23 23 23 24 24 24 24 24 24 24 12 12 12 12 12 12 12 12 12 12 12 (M)Driving Distance 14.3 14.6 23.7 14.5 9.9 12.9 11.9 10.9 13.9 13.6 11.6 11.7 14.7 9.4 8.6 10.0 6.1 6.4 3.2 5.3 3.9 4.3 7.6 7.0 5.3 5.5 5.9 (N) Number of passengers per vehicle 34.5 38.1 40.7 48.0 49.5 53.6 57.6 62.0 62.4 61.6 65.0 64.5 67.2 69.3 66.5 64.8 68.3 51.5 44.2 38.0 29.0 27.3 54.3 42.9 34.7 30.8 0.0 Source: JICA Study Team Table 4.2.7: Data calculated for each section More than 5km from the City Center Within 5km from the City Center → City Center ← Total of Distance between Tram stops 3.9 4.9 5.1 Passenger Kilometer 3893.1 7434.1 2390.5 Driving Distance 90.0 116.3 60.6 Number of passengers per vehicle 43.3 63.9 39.4 Origin Passenger 1593.0 1818.0 924.0 Raito of Origin Passenger 36.7% 41.9% 21.3% Destination Passenger 361.0 1494.0 1826.0 Raito of Destination Passenger 9.8% 40.6% 49.6% Transport density 995.4 1513.8 473.2 Note Origin Passenger (number of passengers on the up tram and the number of people on the down tram added at each stop) Destination Passenger(number of descending tram rides and descending tram getting off at each stop) Source: JICA Study Team

5000

4500

4000

3500

3000

2500

2000

1500

1000

Origin Passenger and Destination (person) Passenger 500

0

●：Up Line only Origin Passengers Destination Passengers 〇：Down Line only

Source: JICA Study Team Figure 4.2.4: Origin/Destination Passengers

Trolleybus Route No.103 The trolleybus route is approximately 10 km per one way, while the average passenger-km is approximately 4 km, which is longer than the tram. However, the average passenger-km is short compared with Bus Route No.31E that runs on the same route in some sections. For this reason, it is presumed that this route is not only used between suburbs and city center but also used for short distance trips.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

The ratio of origin passengers is very high at approximately 70 % in sections (“Alipasino polje II B”, etc.) farther than 5 km from the city center. The passengers tend to be concentrated in the suburbs area. The ratio of destination passengers is approximately 80 %, suggesting that the city center is the destination. The same tendency can be seen from Figure 4.2.7. However, in comparison with bus route No.31E and routes No.21 and 22, trolley bus route No.103 passengers can be seen getting on and off in the suburbs. The boarding and alighting are repeated frequently. That is the average km per passenger tends to be short similar to trams. The number of passengers per vehicle is approximately 34 persons in the section approximately 5 km from the city center and approximately 28 persons in the section farther than 5 km from the city center. The number of passengers per vehicle is approximately 30 people, and the average passenger load factor is approximately 26 %. The average seat capacity of the trolleybus is 39; therefore, on average, seats are filled all throughout the day (Table 4.2.8,Table 4.2.9 ). From the number of passenger graph (Figure 4.2.5, Figure 4.2.6), the peak section is near the “Harano” Bus Stop.

15 50 40 10 30 5 20 10 0 0 -10 -5 -20 Number of Passengers -30 -10 Boarding

-40 Passenger (person) of Number Alightihg -15 -50 Number Number of BoardingAlighting / (person)

15 50 40 10 30 20 5 10 0 0 -10 -5 -20 Number of Passengers -30 -10 Boarding -40 Passenger (person) of Number Alightihg -15 -50 Number Number of BoardingAlighting / (person)

Source: JICA Study Team Figure 4.2.5: Number of Passengers (Upper Graph: Average of Up Lines, Lower Graph: Average of Down Lines)

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

20 100

10 50

0 0

-10 -50 -100 -20 -150 -30 Number of Passengers -200 Boarding Number Number of Passenger (person) -40 -250

Number Number / of Boarding (person)Alighting Alightihg -50 -300

Source: JICA Study Team Figure 4.2.6: Number of Passengers during Peak Hour (Depart from Dobrinja at 7:13)

Table 4.2.8: Number of Passengers Hrano Aneks B Aneks Kovacici Drvenjia Dobrinja Grbavica Mojmilo B Skenderija Zagrebacka Dobrinja V B V Dobrinja Trg Austrijski Svrakino selo B X transferzala B Dobrinja skola B skola Dobrinja Svrakino selo I B Stadion Grbavica Alipasino polje II B Dobrinja trafostanica Cobanija(Hidrogradnja) Hrasno brdo(Safeta Hadžića) (A) Distance between Bus stops 0.18 0.58 0.57 0.55 0.32 0.56 0.35 0.24 0.54 0.58 0.70 0.71 0.48 0.57 0.41 0.92 0.59 0.23 0.51 (B) Boarding on Up Line 119 57 112 71 41 94 40 75 23 59 25 14 47 34 65 35 16 0 9 0 (C) Alighting on Up Line 0 0 5 6 17 52 23 30 26 43 28 36 42 41 39 66 160 63 87 172 (D) Alighting on the Down Line 92 65 104 59 32 59 65 71 50 29 70 32 38 38 34 34 20 8 3 0 (E) Boarding on the Down Line 0 0 11 3 14 53 11 28 32 14 32 37 66 61 47 72 126 57 88 151 (F) (B) + (D) 211 122 216 130 73 153 105 146 73 88 95 46 85 72 99 69 36 8 12 0 (G) (C) + (E) 0 0 16 9 31 105 34 58 58 57 60 73 108 102 86 138 286 120 175 323 (H) Number of Passenger 211 333 533 654 696 744 815 903 918 949 984 957 934 904 917 848 598 486 323 (I) Number of Passenger on Upline 119 176 283 348 372 414 431 476 473 489 486 464 469 462 488 457 313 250 172 (J) Number of Passenger on Downline 92 157 250 306 324 330 384 427 445 460 498 493 465 442 429 391 285 236 151 (K) Passenger Kilometer 38.9 192.3 306.0 359.7 226.0 413.3 287.0 217.8 497.7 545.7 689.8 681.2 447.9 513.9 373.3 777.9 355.2 111.5 163.6 (L) Number of Rides 25 25 25 25 25 25 25 24 24 24 24 24 24 24 24 24 24 24 24 (M)Driving Distance 4.6 14.4 14.4 13.8 8.1 13.9 8.8 5.8 13.0 13.8 16.8 17.1 11.5 13.6 9.8 22.0 14.3 5.5 12.2 (N) Number of passengers per vehicle 8.4 13.3 21.3 26.2 27.8 29.8 32.6 37.6 38.3 39.5 41.0 39.9 38.9 37.7 38.2 35.3 24.9 20.3 13.5 Source: JICA Study Team

Table 4.2.9: Data Calculated for Each Section More than 5km from the City Center Within 5km from the City Center Total of Distance between Bus stops 4.48 5.12 Passenger Kilometer 3084.32 4114.30 Driving Distance 110.56 122.76 Number of passengers per vehicle 27.90 33.51 Origin Passenger 1317.00 522.00 Raito of Origin Passenger 71.6% 28.4% Destination Passenger 368.00 1471.00 Raito of Destination Passenger 20.0% 80.0% Transport density 688.99 804.34 Note Origin Passenger (number of passengers on the up bus and the number of people on the down bus added at each stop) Destination Passenger(number of descending bus rides and descending bus getting off at each stop) Source: JICA Study Team

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

2000

1800

1600

1400

1200

1000

800

600

400

200 Origin Passenger and Destination Passenger (person) Passenger Origin Destination Passenger and

0

Origin Passengers Destination Passengers

Source: JICA Study Team Figure 4.2.7: Origin/Destination Passengers

Express Bus Route No.31E The Express Bus Route No.31E is approximately 11 km per one way, while the average ride distance per person is approximately 5.7 km, which is 1.4 times longer than the trolleybus. Compared with the trolleybuses and trams, this route is especially used for movement between the suburbs area and the city center. Approximately 70 % of passengers are alighting at farther than 5 km from the city center (“Dobrinja”, “Nedžarići”, etc.). This ratio is very high and notable tendency (Table 4.2.10, Table 4.2.11). Mostly used section is the section farther than 5 km from the city center that does not run parallel to the tram. The same tendency can be seen from Figure 4.2.9. Therefore, the passengers prefer to use the bus directly to the city center, instead of connecting buses and trams (Figure 4.2.8). The fare for Route No.31E is BAM 0.4 higher than other routes. Although common monthly coupon for trams and buses cannot be used on this route, there are many users who go straight to the center by this route. From this, there are users who want to avoid the crowded trams even at higher fares. Similar trend was found for the Route No.200E airport bus operated by Centrotrans. Providing comfortable bus services are expected to increase revenues, the hints for improving GRAS management are given. The number of passengers per vehicle is approximately 22 persons in the section approximately 5 km from the city center, and approximately 16 persons in the section farther than 5 km from the city center. Number of passengers per vehicle is approximately 16 people, and the average passenger load factor is approximately 14 %. The seat capacity of the bus is 43, so there is time when passenger can sit in the seat.

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5 25 4 20 3 15 2 10 1 5 0 0 -1 -5 -2 Number of Passengers -10 -3 Boarding -15 -4 -20 Alightihg Passenger (person) of Number -5 -25 Number Number of BoardingAlighting / (person)

5 25 4 20 3 15 2 10 1 5 0 0 -1 -5 -2 -10 Number of Passengers -3 -15 Boarding

-4 -20 Passenger (person) of Number Alightihg -5 -25 Number Number of BoardingAlighting / (person)

Source: JICA Study Team Figure 4.2.8: Number of Passengers (Upper Graph: Average of Up Lines, Lower Graph: Average of Down Lines)

Table 4.2.10: Number of Passengers RTV Park Posta Otoka Banka Pofalići Mojmilo Drvenija Dobrinja Latinska Socijalno Vijecnica Vijecnica Nedžarići Katedrala Dobrinja II Dobrinja Dobrinja V Dobrinja Skenderija Dobrinja III Dobrinja Čengić Vila Dolac Malta Marijin Dvor Marijin Dvor Alipašin Most Vojničko Polje X Transferzala Dobrinja Trafo Alipašino Polje Muzeji(Univerzitet) (A) Distance between Bus stops 0.158 0.235 0.435 0.55 0.453 0.2 0.37 0.363 0.476 0.512 0.545 0.539 0.526 0.624 0.421 0.487 0.638 0.734 0.414 0.507 0.533 0.274 0.44 0.516 0.459 0.5 0.596 0.827 0.662 (B) Boarding on Up Line 49 14 33 25 12 27 0 29 8 10 13 1 12 6 13 24 7 0 3 0 0 0 0 0 (C) Alighting on Up Line 000000007215 12 4 9 21 11 30 38 42 46 24 18 16 (D) Alighting on the Down Line 37 21 20 20 18 23 14 15 12 8 11 7 10 9 13 8 5 1 1 1 2 1 0 0 (E) Boarding on the Down Line 000010018011 10 8 15 12 12 12 39 37 41 32 26 (F) (B) + (D) 86 35 53 45 30 50 14 44 20 18 24 8 22 15 26 32 12 1 4 0 0 0 0 0 1 2 1 0 0 (G) (C) + (E) 0 0 0 0 1 0 0 1 15 2 2 6 22 12 24 33 23 42 38 42 46 24 18 16 39 37 41 32 26 (H) Number of Passenger 86 121 174 219 248 298 312 355 360 376 398 400 400 403 405 404 393 352 146 104 58 34 16 0 133 98 58 26 (I) Number of Passenger on Upline 49 63 96 121 133 160 160 189 190 198 210 206 206 208 212 215 211 181 146 104 58 34 16 0 (J) Number of Passenger on Downline 37 58 78 98 115 138 152 166 170 178 188 194 194 195 193 189 182 171 133 98 58 26 (K) Passenger Kilometer 13.59 28.44 75.69 120.45 112.34 59.60 115.44 128.87 171.36 192.51 216.91 215.60 210.40 251.47 170.51 196.75 250.73 258.37 60.44 52.73 30.91 9.32 7.04 0.00 61.05 49.00 34.57 21.50 (L) Number of Rides 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 9 9 9 9 9 9 9 9 9 9 9 (M)Driving Distance 2.844 4.23 7.83 9.9 8.154 3.6 6.66 6.534 8.568 9.216 9.81 9.702 9.468 11.232 7.578 8.766 11.484 13.212 3.726 4.563 4.797 2.466 3.96 4.644 4.131 4.5 5.364 7.443 (N) Number of passengers per vehicle 4.78 6.72 9.67 12.17 13.78 16.56 17.33 19.72 20.00 20.89 22.11 22.22 22.22 22.39 22.50 22.44 21.83 19.56 16.22 11.56 6.44 3.78 1.78 0.00 14.78 10.89 6.44 2.89 Source: JICA Study Team

Table 4.2.11: Data Calculated forEach Section More than 5km from the City Center Within 5km from the City Center → City Center ← Total of Distance between Bus stops 3.24 5.03 5.73 Passenger Kilometer 825.77 1963.25 326.56 Driving Distance 58.32 90.47 45.59 Number of passengers per vehicle 14.16 21.70 7.16 Origin Passenger 377.00 158.00 8.00 Raito of Origin Passenger 69.4% 29.1% 1.5% Destination Passenger 17.00 166.00 359.00 Raito of Destination Passenger 3.1% 30.6% 66.2% Transport density 254.87 390.62 57.01

Note Origin Passenger (number of passengers on the up bus and the number of people on the down bus added at each stop) Destination Passenger(number of descending bus rides and descending bus getting off at each stop) Source: JICA Study Team

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600

500

400

300

200

100 Origin Passenger and Destination Passenger (person) Passenger Origin Destination Passenger and

0

Origin Passengers Destination Passengers

Source: JICA Study Team Figure 4.2.9: Origin/Destination Passenger

Bus Route No.21 Route No.21 is approximately 9 km per one way, while the average ride distance per person is approximately 6 km, which is longer than the Route No.31E bus. It is also especially used for movement between the suburbs area and the city center (Figure 4.2.10). Approximately 76 % of passengers are alighting at farther than 5 km from the city center. On the other hand, the ratio in the section from the city center to approximately 5 km is approximately 24 %. This confirms that most of the transportation use is from suburban areas to the city center. The ratio of the number of destination passengers within 5 km from the city center is approximately 92 % (Table 4.2.12, Table 4.2.13). The same tendency can be seen from Figure 4.2.11. The number of passengers per vehicle is approximately 16 persons in the section approximately 5 km from the city center, and approximately 14 persons in the section farther than 5 km from the city center. Number of passengers per vehicle is approximately 14 people, and the average passenger load factor is approximately 13 %. The peak of number of passengers is Bare bus stop. Bare is close to the city center, and the city center is the destination.

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20 25 15 20 15 10 10 5 5 0 0 -5 -5 -10 -10 Number of Passengers -15 Boarding -15 -20 Alightihg Passenger (person) of Number -20 -25 Number Number of BoardingAlighting / (person)

20 25 15 20 15 10 10 5 5 0 0 -5 -5 -10 -10 Number of Passengers -15 Boarding -15 -20 Passenger (person) of Number Alightihg -20 -25 Number Number of BoardingAlighting / (person)

Source: JICA Study Team Figure 4.2.10: Number of Passengers (Upper Graph: Average of Up Lines, Lower Graph: Average of Down Lines)

Table 4.2.12: Number of Passengers Sip B Tas B Bare B Vogosca Barice B Sutjeska Biokovo B Josanica B Donji Hotonj B Kobilja Glava B Gornji Hotonj B Ciglane B Pijaca Stadion Kosevo B

(A) Distance between Bus stops 0.525 0.855 0.449 0.717 0.446 1.114 0.955 0.621 1.043 0.992 0.7 0.716 (B) Boarding on Up Line 95 76 29 28 20 16 8 12 0 8 0 (C) Alighting on Up Line 0 0 13 12 2 12 4 2 5 56 186 (D) Alighting on the Down Line 131 8 13 13 10 17 5 23 1 4 0 (E) Boarding on the Down Line 0 7 1 11 2 12 1 6 3 53 129 (F) (B) + (D) 226 0 84 0 42 41 30 33 13 35 1 12 0 (G) (C) + (E) 0 0 7 0 14 23 4 24 5 8 8 109 315 (H) Number of Passenger 226 226 303 303 331 349 375 384 392 419 412 315 (I) Passenger Kilometer 118.65 193.23 136.05 217.25 147.63 388.79 358.13 238.46 408.86 415.65 288.40 225.54 (J) Number of Rides 24 24 24 24 24 24 24 24 24 24 24 24 (K)Driving Distance 12.6 20.52 10.776 17.208 10.704 26.736 22.92 14.904 25.032 23.808 16.8 17.184 (L) Number of passengers per vehicle 9.42 9.42 12.63 12.63 13.79 14.54 15.63 16.00 16.33 17.46 17.17 13.13 Source: JICA Study Team

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Table 4.2.13: Data Calculated for Each Section More than 5km from the City Center Within 5km from the City Center Total of Distance between Bus stops 4.11 5.03 Passenger Kilometer 1201.59 1935.03 Driving Distance 98.54 120.65 Number of passengers per vehicle 12.19 16.04 Origin Passenger 393.00 124.00 Raito of Origin Passenger 76.0% 24.0% Destination Passenger 44.00 473.00 Raito of Destination Passenger 8.5% 91.5% Transport density 292.64 384.93 Note Origin Passenger (number of passengers on the up bus and the number of people on the down bus added at each stop) Destination Passenger(number of descending bus rides and descending bus getting off at each stop) Source: JICA Study Team

600

500

400

300

200

100 Origin Passenger and Destination Passenger (person) Passenger Origin Destination Passenger and

0

Origin Passengers Destination Passengers

Source: JICA Study Team Figure 4.2.11: Origin/Destination Passenger

Bus Route No.22 Route No.22 is approximately 9 km per one way, while the average ride distance per person is approximately 6 km, which is longer than the Route No.31E bus. It is especially used for movement between the suburbs area and the city center (Figure 4.2.12, Figure 4.2.13). The ratio of the number of origin passengers is very high at approximately 79 % in the sections farther than 5 km from the city center. On the other hand, the ratio in the section from the city center to approximately 5 km is approximately 21 %. This shows that most of the transportation use is from the suburban areas to the city center. The ratio of the number of destination passengers within 5 km from the city center is approximately 76 % (Table 4.2.14, Table 4.2.15). The number of passengers per vehicle is approximately 11 persons in the section approximately 5 km from the city center, and approximately 8 persons in the section farther than 5 km from the city center. The number of passengers per vehicle is approximately 9 people. Thus, most passengers use Route No.22 to go to the city center.

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The survey result at night on this route is not included because Route No.22 changed its regular route when the survey conducted.

10 20 8 15 6 10 4 2 5 0 0 -2 -5 -4 Number of Passengers -10 -6 Boarding -8 -15 Passenger (person) of Number Alightihg -10 -20 Number Number of BoardingAlighting / (person)

10 20

8 15 6 10 4 2 5 0 0

-2 -5 -4 Number of Passengers -10 -6

Boarding Passenger (person) of Number -8 -15 Alightihg Number Number of BoardingAlighting / (person) -10 -20

Source: JICA Study Team Figure 4.2.12: Number of Passengers (Upper Graph: Total of Up Lines, Lower Graph: Total of Down Lines)

Table 4.2.14: Number of Passengers Ilijas Sip A Tas A Bare A Crkva A Vogosca Barice A Sutjeska Biokovo A Malesici A Nebocaj A Josanica A Stari Ilijas A Ilijas policija Semizovac A Donji Hotonj A Kobilja Glava A Gornji Hotonj A Malesici Most A Ilijas zeljezara A Donja VogoscaA Ciglane A Pijaca Donja Josanica A Stadion Kosevo A Zeljeznicka stanica (A) Distance between Bus stops 1.07 0.34 0.37 0.66 0.93 1.36 1.06 1.48 0.56 1.29 1.14 1.32 0.52 0.72 0.89 0.36 0.86 0.28 1.07 1.08 0.69 0.84 1.04 0.71 0.67 (B) Boarding on Up Line 34 0 0 7 0 0 0 14 0 0 0 0 10 0 4 0 2 10 2 4 3 12 0 9 0 (C) Alighting on Up Line 000400050000 14 0 1 0 2 0 4 3 0 1 0 18 54 (D) Alighting on the Down Line 35 00500000009 21 0 12 0 2 3 2 5 0 7 0 0 0 (E) Boarding on the Down Line 00080000000390200115021 19 50 (F) (B) + (D) 69 0 0 12 0 0 0 14 0 0 0 9 31 0 16 0 4 13 4 9 3 19 0 9 0 (G) (C) + (E) 0 0 0 12 0 0 0 5 0 0 0 3 23 0 3 0 2 1 5 8 0 3 1 37 104 (H) Number of Passenger 69 69 69 69 69 69 69 78 78 78 78 84 92 92 105 105 107 119 118 119 122 138 137 109 5 (I) Passenger Kilometer 74.14 23.38 25.59 45.73 63.86 93.68 73.15 115.76 43.80 100.64 88.82 111.00 47.72 66.45 93.36 38.01 92.01 32.94 126.75 128.51 84.08 116.09 142.62 77.81 3.36 (J) Number of Rides 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 (K)Driving Distance 10.74 3.39 3.71 6.63 9.26 13.58 10.60 14.84 5.62 12.90 11.39 13.21 5.19 7.22 8.89 3.62 8.60 2.77 10.74 10.80 6.89 8.41 10.41 7.14 6.72 (L) Number of passengers per vehicle 6.90 6.90 6.90 6.90 6.90 6.90 6.90 7.80 7.80 7.80 7.80 8.40 9.20 9.20 10.50 10.50 10.70 11.90 11.80 11.90 12.20 13.80 13.70 10.90 0.50 Source: JICA Study Team Table 4.2.15: Data Calculated for Each Section More than 5km from the City Center Within 5km from the City Center Total of Distance between Bus stops 15.22 6.11 Passenger Kilometer 1230.05 679.22 Driving Distance 152.15 61.11 Number of passengers per vehicle 8.08 11.11 Origin Passenger 168.00 44.00 Raito of Origin Passenger 79.2% 20.8% Destination Passenger 49.00 158.00 Raito of Destination Passenger 23.7% 76.3% Note Origin Passenger (number of passengers on the up bus and the number of people on the down bus added at each stop) Destination Passenger(number of descending bus rides and descending bus getting off at each stop) Source: JICA Study Team

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250

200

150

100

50 Origin Passenger and Destination (person) Passenger

0

Origin Passengers Destination Passengers

Source: JICA Study Team Figure 4.2.13: Origin/Destination Passenger

Operation of Public Transportation in Sarajevo Canton

Trends in the Number of Operations per Day

Trends in Service frequency per day Operated by GRAS The driving distances of trams, trolleybuses, and minibuses were in a continued decreasing trend from 2010 to 2017. The decrease was approximately 25 % for trams, approximately 30 % for trolleybuses, and over 50 % for minibuses. The number of buses has started to increase starting in 2014 (Table 4.3.1, Figure 4.3.1).

Table 4.3.1: Trends in the Total Driving Distance for Each Transport Mode of GRAS Total Driving Distance (km/day) 2010 2012 2013 2014 2015 2016 2017 Tram 7,641.1 6,493.2 6,348.7 6,351.1 6,274.8 5,923.0 5,642.6 Trolleybus 6,032.9 5,137.4 4,605.5 4,098.8 4,116.9 4,449.1 4,142.0 Bus 18,583.6 13,377.6 11,710.0 11,081.2 11,844.0 12,158.8 13,045.7 Minibus 6,819.2 4,715.1 4,844.1 4,413.8 4,080.9 3,633.0 3,188.8 Source: Report GRAS s for 2013, 2015 and 2016, GRAS

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Source: Report GRAS for 2013, 2015 and 2016, GRAS

Figure 4.3.1: Trends in the Total Driving Distance for Each Transport Mode of GRAS

From the yearly transition of the number of trips (daily average) according to the mode of transportation by GRAS shown on Table 4.3.2, it can be seen that the average number of daily trips is decreasing except for buses. The highest number of trips is buses, followed by trams, followed by minibuses, and then trolleybuses.

Table 4.3.2: Total Service Frequency for Each Transport Mode of GRAS (2016 and 2017) Service Frequency (trip/day) 2016 2017 Tram 692.6 669.6 Trolleybus 476.2 417.5 Bus 1,306.4 1,489.2 Minibus 540.4 439.4 Source: Report GRAS s for 2013, 2015 and 2016, GRAS

Overview of Transportation Business Operation

Overview of Transportation Business Operation of GRAS Trams Trams function as the main transportation mode in the east-west direction of Sarajevo urban area and have exclusive-use tracks up to “Marijin dvor” in the new city area. There is a loop line shared with the narrow one-way road in the old city area (Table 4.3.3). The planned total number of one-way trips for all the routes is 872 times/day. Route No. 3 has the highest number of trips and connects 11 km from “Ilidža”, to “Marijin dvor” in the new city area and “Baščaršija” in the old city area. Route No. 1 and Route No. 4 travel to and from Sarajevo Station of the national railway. Route No. 2 and Route No. 5 are section routes that turn back from “Čengić vila” and “Nedžarići”, respectively. In addition, there is also Route No. 6 that turns back from “Skenderija” in the old city area, but as of June 2019, its operational status has not been confirmed. Operation table including the number of scheduled operations is shown in ANNEXURE 3. The total operating distance of each tram set is 195.2 km/day, which is shorter compared with those of trolleybuses and buses, which will be discussed later. Moreover, the scheduled speed is also around that of a bus. Operation schedules are established based on origins such as “Ilidža” and “Baščaršija”. However, adjustment to the operation interval is not conducted in “Baščaršija”, which is the point of origin in the old city area. As tram gets closer to the city center, the congestion during the morning peak hours becomes worse. It has been confirmed that there are passengers who get left behind. Punctuality is not secured in the peak hours.

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Table 4.3.3: Overview of Tram Transportation Business (GRAS) Item Details Total Distance of Lines (Round trip) 23.5 km Ilidža - Marijin dvor Double track 8.5 (km) Main Operation Lines Marijin dvor - Baščaršija -Marijin dvor Single track loop line 5.5 (km) Muzeji - Željeznička stanica Double track 1.0 (km) Number of Routes 6 Average 15.3（km） Distance of Route (Round trip) Longest 21.9（km） Shortest 15.3（km） Planned Number of Operating Vehicles 42 (set) (Peak hour) 8,199.1 (km/day) Scheduled Driving Distance (per set) 195.2 (km/day) Average Scheduled Speed 14.9 (km/h) Source: provided by GRAS

Overview of Transportation Business Operation of GRAS Trolleybus Table 4.3.4 shows overview of trolleybus transportation business of GRAS. Six trolleybus routes are in operation, which branch out into two lines each in the suburb side and city area side. The origins of the suburb side are “Dobrinja”, which is close to the airport, and “Otoka”, which connects to a tram. The origins in the old city area are “Jezero”, which is close to the zoo, and “Trg Austrije”, which is close to Latin Bridge. The planned total number of one-way trips for all the routes is 453 times/day. Route No. 103(“Dobrinja” and “Trg Austrije”), has 212 one-way trips per day. As for the rest, Route No. 102, (“Otoka” and “Jezero”), has 108 one-way trips per day. High-rise apartments line up along the trolleybus routes, and there is a high demand concentrated during the peak hours. There is much congestion to the degree that passengers are sometimes left behind. The number of trolleybuses in operation is planned at 21 vehicles, and each vehicle runs 200.4 km/day. The planned number of trips has not been achieved (e.g. the operational status of Route No. 108 has not been confirmed as of June 2019. In addition, it was confirmed that the operated number of trolleybuses on the peak hour was less than planned).

Table 4.3.4: Overview of Trolleybus Transportation Business (GRAS) Item Details Number of Routes 6 Average 16.5.2 (km) Distance of Route (Round trip) Longest 22.6 (km) Shortest 12.0 (km) Planned Number of Operating Vehicles 21 (vehicle) (peak hour) 4,208.5 (km/day) Scheduled Driving Distance (per vehicle) 200.4 (km/day) Average Scheduled Speed 14.5 (km/h) Source: provided by GRAS

Overview of Transportation Business Operation of GRAS Bus Table 4.3.5 shows overview of bus transportation business of GRAS. There are buses operated by GRAS that supplement to the main tram and trolleybus routes such as “31E”. Those correspond to main routes that connect the city center such as “Vogošća”; and there are feeder routes at the ends.

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The total driving distance is 216.5 km/day. With 85 vehicles, the plan is to run 18,400 km/day. As a feeder route to trams, there are also buses that correspond to main routes, which are planned to operate approximately 200 times (one-way).

Table 4.3.5: Overview of Bus Transportation Business (GRAS) Item Detail Number of Routes 41 Average 11.3 (km) Distance of Route Longest 45.0 (km) Shortest 3.0 (km) Planned Number of Operating Vehicles 85 (vehicle) (peak hour) 18,400.0 (km/day) Scheduled Driving Distance (per vehicle) 216.5 (km/day) Average Scheduled Speed 15.9 (km/h) Source: provided by GRAS

Overview of Transportation Business Operation of GRAS Minibus Table 4.3.6 shows overview of minibus transportation business of GRAS. The minibus operated by GRAS has routes connecting the city center and hilly residential area and branch line from the terminal s in the suburbs. The total driving distance is 188.7 km/day. With 40 vehicles, the plan is to run 7,546 km/day. However, the transportation capacity is in a decreasing trend due to the decrease in the number of operational vehicles. In actuality, only 14 vehicles are operated. Minibus routes have many steep hills, and the driving environment is harsher than in flat areas. In addition, it seems that many vehicles are taken out of service due to the lack of adequate maintenance equipment.

Table 4.3.6: Overview of Minibus Transportation Business (GRAS) Item Detail Number of Routes 36 Average 8.1 (km) Distance of Route Longest 50.0 (km) Shortest 1.4 (km) Planned Number of Operating Vehicles 40 (vehicle) (peak hour) 7,546.0 (km/day) Scheduled Driving Distance (per vehicle) 188.7 (km/day) Average Scheduled Speed 14.2 (km/h) Source: provided by GRAS

Overview of Transportation Business Operation of Centrotrans Bus Table 4.3.7 shows overview of bus transportation business of Centrotrans. Buses that are operated by Centrotrans in Sarajevo urban area have expanded its network in the form of supplementing the decreased transportation capacity of GRAS. Centrotrans buses basically operated on the same routes operated by GRAS. There are also routes that are in a competitive relationship with GRAS, such as express routes that connect the city center with “Dobrinja”. Some routes are operated at the request of the municipality. The driving distance of buses operated by Centrotrans per vehicle is 214.2 km/day. With 29 vehicles, they run 7,711.4 km/day, which is only approximately 1/3 of the scale of the bus service by GRAS.

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Centrotrans publishes timetables for almost all routes and all bus stops on the Internet and leaflets. Compared with the GRAS, there is little difference between their planned and actual operations. They have a relatively higher service level compared with the GRAS, as air conditioners and Wi-Fi are working in their vehicles.

Table 4.3.7: Overview of Bus Transportation Business (Centrotrans) Item Detail Number of Routes 20 Average 16.5 (km) Distance of Route Longest 45 (km) Shortest 3.4 (km) Planned Number of Operating Vehicles 36 (set/day) 7,711.4 (km/day) Scheduled Driving Distance (per vehicle) 214.2 (km/day) Average Scheduled Speed 19.4 (km/h) Source: provided by Centrotrans

Overview of Transportation Business Operation of Centrotrans Minibus Table 4.3.8 shows overview of minibus transportation business of Centrotrans. Mostly minibuses operated by Centrotrans follow the routes that GRAS have suspended running, and operate with the agreement of the municipality and approval of the SC. The driving distance of minibuses operated by Centrotrans per vehicle is 132.8 km/day. With 31 vehicles, they run 3,984.4 km/day. The lines mainly connect the hilly residential areas in Sarajevo urban area with the flat lands. The average route length is 10 km and the shortest route is 1.4 km long. According to Centrotrans, many routes of the minibus are in the red and are operating with cross subsidy from profitable routes, but they are seeking public subsidy assistance.

Table 4.3.8: Overview of Minibus Transportation Business (Centrotrans) Item Detail Number of Routes 30 Average 10 (km) Distance of Route Longest 50 (km) Shortest 1.4 (km) Planned Number of Operating Vehicles 31(set/day) 3,984.4 (km/day) Scheduled Driving Distance (per vehicle) 132.8 (km/day) Average Scheduled Speed 16.4 (km/h) Source: provided by Centrotrans

Current Situation of Transportation Hub

Overview of Transportation Hub Transportation hub of Sarajevo Public Transportation is shown on Figure 4.3.2. The numbers of trolleybuses, buses, and minibuses that enter each transportation hub (terminal) are shown on Table 4.3.9. The transportation hubs in the old city area are dispersed. Also, there is a variation in the number of buses that drive into each terminal.

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.2: Transportation Hub of Sarajevo Public Transportation

Table 4.3.9: Number of Buses Connecting to the Transport Hubs in Sarajevo Number of Vehicle Terminal Name Trolleybus Bus Minibus Total Baščaršija - - 5 5 Vijećnica - 14 3 17 Trg Austrije 12 - 4 16 (Latinska ćuprija) Drvenija - 5 2 7 Transport Hub Sutjeska - 19 3 22 (Connected Park - 3 4 7 to the Tram and Trolleybus) Dom Armije - 12 - 12 Željeznička Stanica - 10 - 10 Otoka 6 4 3 13 Stup - 6 3 9 Ilidža - 31 5 36 A.Polje 1 - - 1 Vogošća - 19 2 21 Other Transport Hub Dobrinja 14 16 - 30 Source: JICA Study Team based on the material provided by GRAS and Centrotrans The current situation of each transportation hub is described below.

Current Situation of Each Transportation Hub

Baščaršija Baščaršija Terminal has five minibuses (86 times/day) operated by GRAS and Centrotrans (Figure 4.3.3). There are also trams. Private cars and taxis are parked around the bus stop (Figure 4.3.4). These are hindering the buses from arriving and departing, and the terminal including the tram stop needs to be improved. There are routes with particularly short operating distances (No. 51 line, No. 58 line, approximately 2 km or less). From the point of operation efficiency (Table 4.3.10). In addition, the Route No.31E line that arrives and departs near Vijećnica Terminal passes through this terminal (Figure 4.3.5).

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Vijećnica

Source: JICA Study Team based on the material provided by GRAS and Centrotrans Figure 4.3.3: Operation Map of the Routes Connecting to Baščaršija

Table 4.3.10: Overview of the Routes Connectting to Baščaršija

Number of rides Line The number of vehicles Line per day in weekday Line Name Mode Distance per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 52 Baščaršija - Faletići Minibus 5.6 69 2 Centrotrans 51 Baščaršija - Vratnik Minibus 1.7 34 1 Centrotrans 55 Baščaršija - Minibus 5.1 34 1 Sedrenik(Sam.) Centrotrans 58 Baščaršija - Mihrivode Minibus 1.4 34 1 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Final Report

Source: JICA Study Team Figure 4.3.4: Condition of “Baščaršija” Bus Stop

Source: JICA Study Team Figure 4.3.5: Schematic Map of “Baščaršija” Bus Stop

Vijećnica At Vijećnica Terminal, 12 buses (78 times/day) of the No.31E line operated by GRAS and Centrotrans arrive and depart at the turnback space along the road (Figure 4.3.6, Figure 4.3.7). Two buses (12 times/day) of the Centrotrans Airport Line No. 200E turn around on the street and 2 minibuses (29 times/day) also turn around on the street (Table 4.3.11). The No.31E line stops at this terminal. But is does not stop at the neighboring Baščaršija Terminal. Mini buses are concentrated in Baščaršija, so convenience is improved (Figure 4.3.8).

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Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.6: Operation Map of the Routes Connecting to Vijećnica

Table 4.3.11: Overview of the Routes Connectting to Vijećnica

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 31E Vijećnica - Dobrinja Bus 10.8 76 6 Centrotrans 31E Vijećnica - Dobrinja Bus 10.8 79 6 Centrotrans 73 Vijećnica- G.Han- Minibus 5.6 24 1 Hladiv -Faletići Centrotrans 95 Vijećnica - Brusulje Minibus 5.9 34 1 Centrotrans 200E Bentbaša-Aerodrom Bus 11.5 23 2 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team Figure 4.3.7: Condition of “Vijećnica” Bus Stop

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Source: JICA Study Team Figure 4.3.8: Schematic Map of “Vijećnica” Bus Stop

Latinska ćuprija (Trg Austrije) In Latinska ćuprija Terminal, 4 minibuses (67 times/day) operated by GRAS and Centrotrans turn back. Since trolleybuses depart from and arrive near the stop, functional integration is necessary. There is a lot of traffic in the vicinity of the terminal, and it is dangerous to cross the road when transferring. There are routes with particularly short operating distances (No. 63 line, 1.9 km). There is a particularly short operation route (No. 63, 1.9km) (Figure 4.3.9 to Figure 4.3.11, Table 4.3.12). The tram and trolley bus stop are named “Trg Austrije”, but the minibus stop between them is “Latinska ćuprija”, which is a different name. It is easier for passengers to use the same names.

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.9: Operation Map of the Routes Connecting to Latinska ćuprija

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Table 4.3.12: Overview of the Routes Connecting to Latinska ćuprija

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 98 Lat.Ćuprija-Trebević Minibus 12.3 0 0 Centrotrans 63 Lat.Ćuprija- Minibus 1.9 44 1 Mahmutovac Centrotrans 56 Lat.Ćuprija-Jarčedoli Minibus 3.2 30 1 (Popov gaj) Centrotrans 155 Lat.Ćup-Hošin Brijeg Minibus 7.1 26 1 Centrotrans 59A Lat.Ćuprija-ŠIR- Minibus 6.17 34 1 Komatin Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team

Figure 4.3.10: Condition of “Latinska ćuprija” Bus Stop

Source: JICA Study Team

Figure 4.3.11: Schematic Map of “Latinska ćuprija” Bus Stop

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Drvenija In Drvenija Terminal, 5 buses (71 times/day) and 4 minibuses (67 times/day) and trolleybus arrives at and departs from the terminal. Compared to other terminal located in the city center, there is a margin in the number of arrivals and departures for the number of platforms. Therefore, this terminal can be used as a turn back point when considering extending the line to the old town area (Figure 4.3.12 to Figure 4.3.14, Table 4.3.13).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.12: Operation Map of the Routes Connecting to Drvenija

Table 4.3.13: Overview of the Routes Connecting to Drvenija

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 18 Drvenija - Pofalići Bus 5.5 71 2 GRAS 41 Drvenija - G. Velešići Bus 4.4 40 1 Centrotrans 41A Drveniija - D.Velešići Bus 4.2 31 1 Centrotrans 62 Drvenija- Minibus 5.3 20 1 G.Velešići(HUM) Source: JICA Study Team based on the material provided by GRAS and Centrotrans

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Source: JICA Study Team Figure 4.3.13: Condition of “Drvenija” Bus Stop

Source: JICA Study Team Figure 4.3.14: Schematic Map of “Drvenija” Bus Stop

Sutjeska Sutjeska Terminal is located in the old town. There are 19 buses (189 times/day) of GRAS and Centrotrans from mainly Vogošća and 3 minibuses (52 times/day) of GRAS and Centrotrans. The road around the terminal is one-way. Arriving buses are waiting in line on the street. Especially during peak hours, it is not uncommon to have more than three buses. A high school is located nearby the terminal and there are issues with road safety because of the buses waiting in line on the street (Figure 4.3.15 to Figure 4.3.17, Table 4.3.14). The passengers cannot see the terminal from the Park Terminal located 400 m south. The three terminals of Sutjeska Terminal, Park Terminal, and nearby Skenderia Terminal, which are the largest terminals in the city center of Sarajevo, are lacking intagration.

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Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.15: Operation Map of the Routes Connecting to Sutjeska

Table 4.3.14: Overview of the Routes Connecting to Sutjeska

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 21 Sutjeska - Vogošća Bus 9 146 5 GRAS 21B Sutjeska - D.Vogošća Bus 14.5 11 1 GRAS 22 Sutjeska - Ilijaš - Lješevo Bus 20/25 43 3 GRAS 29 Sutjeska - Kamenica Bus 44 9 2 GRAS 68 Sutjeska - Poljine Minibus 5.7 37 1 GRAS 69 Sutjeska - Nahorevo Minibus 6 37 1 Centrotrans 21 Sutjeska - Vogošća Bus 9 100 4 Centrotrans 22 Sutjeska - Ilijaš - Lješevo Bus 25.1 68 4 Centrotrans 87 Sutjeska-O.Brijeg Minibus 30 1 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team

Figure 4.3.16: Condition of “Sutjeska” Bus Stop

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Source: JICA Study Team

Figure 4.3.17: Schematic Map of “Sutjeska” Bus Stop

Park The Park Terminal is located in the old town, approximately 400 m south of the Sutjeska Terminal. There are six lines of GRAS and Centrotrans that are turning back at Park. There are 3 buses (38 times/day) and 4 minibuses (85 times/day) that are turning back. In addition, there are six lines (252 times/day) that stop at this terminal and go toward Skenderija (Figure 4.3.18 to Figure 4.3.20, Table 4.3.15). The bus stop is adjacent to the tram stop. 31E express line bus to Dobrinja and 200E line to the airport operate from the bus stop.

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.18: Operation Map of the Routes Connecting to Park

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Table 4.3.15: Overview of the Routes Connecting to Park

Number of rides per day Line The number of Line in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 20 Park - Jagomir Bus 3.5 48 1 GRAS 64 Park - Barice Minibus 8.2 0 0 GRAS 74 Park - Sedrenik Minibus 3.7 111 2 (Rogina) Centrotrans 72 Park-Hrastovi II Minibus 3.4 36 1 Centrotrans 20B Park - Šip - Bus 5.8 28 2 Bušća Centrotrans 89 Park - MrkovićI Minibus 9 22 1 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team Figure 4.3.19: Condition of “Park” Bus Stop

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Source: JICA Study Team Figure 4.3.20: Schematic Map of “Park” Bus Stop

Dom Armije Dom Armije Terminal is located in a convenient location in the old town.12 buses of 6 lines connecting the old town area and the slope area depart and arrive 252 times a day. The road around the terminal is one-way. The buses that turn back are waiting in a disorderly manner, which poses an obstacle to road traffic (Figure 4.3.21 to Figure 4.3.23, Table 4.3.16).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.21: Operation Map of the Routes Connecting to Dom Armije

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Table 4.3.16: Overview of the Routes Connecting to Dom Armije

Number of rides per Line The number of vehicles Line day in weekday Line Name Mode Distance per day No. (One way) (km) (ride/day) (vehicle/day) Dom Armije - GRAS 14 Bus 3.6 133 3 Podhrastovi GRAS 16 Dom Armije - Bare Bus 4 78 2 Dom Armije - GRAS 16B Bus 4.4 94 2 Koševsko brdo GRAS 17 Dom Armije - Breka Bus 3.4 102 2 GRAS 17B Dom Armije - Breka 2 Bus 3.4 47 1 Centrotrans 17B Dom Armije - Breka 2 Bus 3.4 50 2 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team

Figure 4.3.22: Condition of “Dom Armije” Bus Stop

Source: JICA Study Team

Figure 4.3.23: Schematic Map of “Dom Armije” Bus Stop

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Željeznička Stanica In Željeznička Stanica Terminal, there are 19 buses (189 times/day) of GRAS and Centrotrans. Trams and railways depart from this terminal. There are also intercity buses from the nearby bus terminal. This terminal is the only long-distance transportation hub in Sarajevo. However, there is a lack of information for transferring among city buses, trams, intercity buses, and railways. Because there is more than 1 km between the terminal and the old town, information on city buses and trams is necessary for tourists (Figure 4.3.24 to Figure 4.3.26, Table 4.3.17).

Ekonomska škola The Ekonomska škola Bus Stop is located near the Pofalići Tram Stop and 3 minibuses depart and arrive here. The tram from the Pofalići Tram Stop to the city area is very crowded during peak hours (Figure 4.3.27).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.24: Operation Map of the Routes Connecting to Ekonomska škola

Table 4.3.17: Overview of the Routes Connecting to Ekonomska škola

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 15 Z.Stanica - Buća potok Bus 8.1 126 5 GRAS 23 Z.Stanica - Rajlovac Bus 9.3 97 3 GRAS 23A Z.Stanica - Reljevo dom Bus 11 35 2 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

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Source: JICA Study Team

Figure 4.3.25: Condition of “Ekonomska škola” Bus Stop

Source: JICA Study Team

Figure 4.3.26: Schematic Map of “Ekonomska škola” Bus Stop

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Source: JICA Study Team Figure 4.3.27: Schematic Map of Bus Stop “Ekonomska škola”

Dobrinja Dobrinja Terminal is where many trolleybuses and buses arrive and depart. This terminal is the end of the express bus route No.31E operated by GRAS and Centrotrans. There is the Route No. 31 from Dobrinja Terminal to Nedžarići Terminal and Route No. 38 connecting Dobrinja Terminal to Ilidža Terminal. Only Route No. 39 departs and arrives at the Dobrinja Bus Stop near the Dobrinja Terminal. However, considering convenience, Route No. 39 should enter the Dobrinja Terminal (Figure 4.3.28, Figure 4.3.30, Table 4.3.18). This terminal is surrounded by apartment buildings and is close to the airport. Therefore, it is desirable to establish the bus garage (depot) near this terminal in consideration of future bus increases.

Nedžarići Nedžarići Terminal is the hub between trams and buses. There are 17 GRAS buses that connect to Dobrinja (Figure 4.3.31).

Otoka Otoka Terminal is the hub where trams, trolleybuses, buses, and minibuses arrive and depart. There is 200 m between the trolleybus, bus, and minib6us stop and the tram stop (Figure 4.3.28, Figure 4.3.29, Figure 4.3.33, Table 4.3.19).

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Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.28: Operation Map of the Routes Connecting to Otoka

Table 4.3.18: Overview of the Routes Connecting to Dobrinja

Number of rides per day Line The number of vehicles Line in weekday Line Name Mode Distance per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 31 Neždarići- Bus 3 197 3 Dobrinja GRAS 31E Vijećnica - Bus 10.8 76 6 Dobrinja Centrotrans 31E Vijećnica - Bus 10.8 79 6 Dobrinja Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Table 4.3.19: Overview of the Routes Connecting to Otoka

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 23C Otoka - Bolijakov Bus 3.5 62 2 Centrotrans 15B Otoka - Buća potok Bus 4.8 51 2 Centrotrans 53 Otoka - Rasima Minibus 3.7 38 2 Turkušića II okretnica Centrotrans 86 Otoka-Brijesce Minibus 5.2 34 1 Source: JICA Study Team

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Source: JICA Study Team

Figure 4.3.29: Condition of “Otoka” Bus Stop

Source: JICA Study Team

Figure 4.3.30: Condition of “Dobrinja” Bus Stop

Source: JICA Study Team

Figure 4.3.31: Condition of “Nedžarići” Bus Stop

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Source: JICA Study Team

Figure 4.3.32: Schematic Map of “Otoka” Bus Stop

Source: JICA Study Team

Figure 4.3.33: Schematic Map of “Dobrinja” Bus Stop

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Stup Stup Terminal is the transportation hub located beside the interchange. The tram stop and bus stop are connected by an underground passage for safe transit. There is turnstile on the tram platform. There is still room in the three bus stops (only 6 buses at 95 times/day and 3 minibuses at 53 times/day) (Figure 4.3.34 to Figure 4.3.36, Table 4.3.20).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.34: Operation Map of the Routes Connecting to Stup

Table 4.3.20: Overview of the Routes Connecting to Stup

Number of rides per day Line The number of vehicles Line in weekday Line Name Mode Distance per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 22A Stup - Vogošća Bus 10.2 55 2 GRAS 24 Stup - Zabrđe - Bus 7 37 1 Smiljevići GRAS 26 Stup-Dobr.- Bus 6.8/8.0 97 3 Ahatovići GRAS 61 Stup - Sokolje Minibus 6.4 81 2 (Deponija) GRAS 71 Stup - Rječica Minibus 12.4 25 1 GRAS 71A Source: JICA Study Team based on the material provided by GRAS and Centrotrans

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Source: JICA Study Team

Figure 4.3.35: Condition of “Stup” Bus Stop

Source: JICA Study Team

Figure 4.3.36: Schematic Map of “Stup” Bus Stop

Ilidža Ilidža Terminal is the major transportation hub where trams and buses connect. GRAS and Centrotrans have 31 buses (473 times/day) and approximately 5 minibuses (17 times/day). There are 5 bus stops and more than 8 bus parking spaces. Bus parking spaces are used irregularly. In addition, when there are many arrival buses, the drivers get passengers off at the bus parking instead of at the alighting place. Therefore, it is a dangerous situation for passengers who are

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alighting and crossing near where the buses are parked. There is turnstile on the tram platform (Figure 4.3.37 to Figure 4.3.39, Table 4.3.21). There are many buses (such as No. 27 route) bound for Hrasnica from this terminal. Due to improved roads, the bus scheduled speed is high (Centrotrans No.27 line has speed of approximately 27 km/h).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.37: Operation Map of the Routes Connecting to Ilidža

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Table 4.3.21: Overview of the Routes Connecting to Ilidža

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 30 Ilidža - Hadžići - Bus 11.4/15.0 50 2 Drozgometva GRAS 32 Ilidža - Butmir - Bus 3.0/3.9 105 2 Kotorac GRAS 33 Ilidža - Tarčin - Bus 24.6/31.1 50 5 Vukovići GRAS 38 Dobrinja - Ilidža Bus 4.3 22 1 GRAS 43 Ilidža - Osjek Bus 9.5 76 2 GRAS 46 Ilidža - Vlakovo Bus 8.1 33 1 GRAS 47 Međ.ent. Ilidža- Bus 28/32 14 1 Trnovo-Tur. GRAS 47A Ilidža - Turovi Bus 9 GRAS 49 Ilidža - Otes - Bare- Bus 2,4/5,0 57 1 Doglodi GRAS 75 Ilidža-Mokrine Bus 25 4 1 GRAS 75 Ilidža - Mokrine Minibus 25 12 1 GRAS 85 Ilidža - Šabići- Minibus 50 2 1 Sinanovići Centrotrans 27 Ilidža - Hrasnica Bus 7.2 38 3 Famos Centrotrans 28 Ilidža - Rakovica - Bus 14 70 2 Kobiljača Centrotrans 27A Ilidža - Sokolovići Bus 3.4 48 1 Centrotrans 45 Ilidža - Dejčići Bus 2 - 1 Centrotrans 45B Ilidža - Garež Bus 8 - 1 Centrotrans 84 Ilidža - Miševići Minibus 12 12 - 1 Centrotrans 85H Ilidža - Sinanovići Minibus 2 - 1 Centrotrans 85T Ilidža - Sinanovići Minibus 5 - 1 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team

Figure 4.3.38: Condition of “Ilidža” Bus Stop

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Source: JICA Study Team

Figure 4.3.39: Schematic Map of “Ilidža” Bus Stop

Vogošća 19 buses (189 times/day) depart for Sutjeska near the old town in Vogošća terminal. In addition, there are routes from Vogošća to the suburbs area (Route Nos.22 and 29), the route connecting Stup Terminal, and one minibus route. There are separate bus stops bound for the suburbs area and for the city center, but the municipalities are planning a new terminal in the future (Figure 4.3.40 to Figure 4.3.42, Table 4.3.22).

Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Figure 4.3.40: Operation Map of the Routes Connecting to Vogošća

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Table 4.3.22: Overview of the Routes Connecting to Vogošća

Number of rides per Line The number of Line day in weekday Line Name Mode Distance vehicles per day No. (One way) (km) (ride/day) (vehicle/day) GRAS 21 Sutjeska - Vogošća Bus 9 146 5 GRAS 21B Sutjeska - D.Vogošća Bus 14.5 11 1 GRAS 22 Sutjeska - Ilijaš - Lješevo Bus 20/25 43 3 GRAS 22A Stup - Vogošća Bus 10.2 55 2 GRAS 29 Sutjeska - Kamenica Bus 44 9 2 GRAS 60 Vogošća-Tihovići Minibus 5 39 1 GRAS 94 Vogošća - A.Rizve - Gora Minibus 11.2 13 1 Centrotrans 21 Sutjeska - Vogošća Bus 9 100 4 Centrotrans 22 Sutjeska - Ilijaš - Lješevo Bus 25.1 68 4 Source: JICA Study Team based on the material provided by GRAS and Centrotrans

Source: JICA Study Team

Figure 4.3.41: Condition of “Vogošća” Bus Stop

Source: JICA Study Team

Figure 4.3.42: Schematic Map of “Vogošća” Bus Stop

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Survey of Congestion Rate at Major Points This survey was conducted for the tram, trolleybus, bus, and minibus to confirm the congestion at peak hour, which is the most important factor in planning public transport. At the six tram and bus stops shown in Figure 4.3.43, the congestion rate upon arrival was evaluated on a scale from A to E (Table 4.3.23). Also, the number of passengers getting off and the number of passengers getting on were counted visually. The survey results are shown in Table 4.3.24 and Table 4.3.25.

Table 4.3.23: Congestion Rate upon Arrival Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

Source: JICA Study Team The number of trolley buses operated was only half of the plan at Kovačići during peak hours in the morning. Also, some trolley buses arrived overcrowded (E judgement). Therefore, it seems that passengers at the previous bus stop could not get on. On the tram, passengers were confirmed could not get on at the tram stop at Univerzitet during peak hours in the morning. In addition, some trams departed overcrowded in the evening peak hours at Park. The next stop is also in high demand, so it is expected that passengers will not be to get on at the stop. This survey shows that trams and trolleybuses have insufficient transport capacity during peak hours. On suburban routes, transportation capacity is sufficient. The detailed results of this survey are shown in ANNEXURE 4.

Table 4.3.24: Overview of Survey Spots Number of Trips from Timetable Number Actual Date (trip) Tram Stop of Number Mode and Official Notes Bus Stop Lines Google of Trips Time Timetable Moovit (line) Map (trip) (GRAS, Centrotrans) June 24 Univerzitet 4 58 86 55 43 7:00~9:00 Tram June 28 Baščaršija 3 19 27 19 17 7:00～7:45 Tram 30 52 36 30 June 28 Park 6 Google Maps lack Bus 16:00～17:30 8 8 2 11 No.31E Trolley 45 40 58 23 Bus June 24 Kovačići 6 Bus 7:00~9:00 Google Maps lack 9 8 11 6 Minibus No.59 Bus July 2 Google Maps lack Ilidža 17 59 61 34 56 Minibus 7:00~9:00 No.27B,28,38 Bus July 1 Google Maps lack Sutjeska 8 25 25 6 29 Minibus 7:00~9:00 No.21,22,87 Source: JICA Study Team

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Nahorevo 69 22 22 29 Poljine 68 O.Brijeg 87 Vogošća 21 21 21B Jezero

14

Explanatory notes

Tram 21 21 21B Trolley Bus 22 22 29 Auto Bus 68 69 87 Mini Bus Sutjeska

Željeznička Baščaršija Stanica 14 16 16B Univerzitet Park 17 17B

Vijećnica Marijin dvor Skenderija Latinska ćuprija Trg Austrije Drvenija Ilidža Kovačići

Source: JICA Study Team Figure 4.3.43: Survey Location (Large Yellow Circle)

Table 4.3.25: Overview of Survey Results Tram Stop Point of Survey Analysis Bus Stop ・ The actual number of trips is less than the number of trips in the timetable shown in Google Maps and Moovit. Univerzitet ・There were cases where the number of passengers greatly exceeded 200 per tram in the first (Tram) half of the 7 o'clock range (over the average tram capacity of 187 passengers). There was a possibility that some passengers could not get on at the previous stop. ・There are two peak hours, late 7:00 am and late 8:00 am. Baščaršija ・ The actual number of trips is less than the number of trips in the timetable shown in (Tram) Google Maps and Moovit. ・ The actual number of tram trips is less than the number of trips in the timetable shown in Park Google Maps and Moovit. (Tram, bus) ・ There is an average of approximately 50 passengers on the tram in the first half of 16:00, leaving almost full. Passengers may be left behind at the next stop ・ The actual number of trolley bus trips is less than the number of trips in the timetable shown in Google Maps and Moovit. Kovačići (Trolleybus, bus, minibus) There were cases of 131 passengers per trolleybus in the first half of the 7 o'clock range. There was a possibility that some passengers could not get on at the previous stop. ・There are two peak hours, late 7:00 am and late 8:00 am. ・ GRAS Route No. 28 and No. 33 are coming from a distance of approximately 15-20 km Ilidža (Bus, minibus) from Ilidža, and they have the most number of alighting passengers. -The route from Hrasnica is not full due to large number of lines. There are a lot of lines coming from Vogošća and they have the most number of alighting Sutjeska (Bus) passengers. The actual number of public transportation trips is almost the same as the number of trips in the timetable shown in Google Maps and Moovit. Source: JICA Study Team

Public Transportation Vehicles

GRAS Vehicles

Current Situation of Tram Table 4.4.1 shows current status of tram vehicles owned by GRAS. The number of operational trams is 48 sets, while the number of out-of-service trams is 21 sets. In addition, most of the vehicles were

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obtained by grants from other countries, and (among the operational trams alone) there are six types of vehicles manufactured (or modified) from four countries. Moreover, the average age is old at 36 years, so most of the vehicles have already reached the upper limit of their mechanical service lives.

Table 4.4.1: Current Status of Tram Vehicles Owned by GRAS Detail Item Notes Total 2-car 3-car Registered 69 (sets) 42 (sets) 27 (sets) Number of Available 48 (sets) 28 (sets) 20 (sets) Vehicles Unserviceable 21 (sets) Average Passenger Capacity 211 (passengers) Average Vehicle Age 36 (years) As of January, 2018 Source: provided by GRAS, Operation Records

Current Situation of Trolleybus Table 4.4.2 shows current status of trolleybus vehicles owned by GRAS. Among the trolleybuses in possession, there are 20 operational and 20 out-of-service vehicles, a low availability vehicle rate of only 50 %. In addition, all the vehicles were already in used condition during procurement, and the average age is very old at 29 years.

Table 4.4.2: Current Status of Trolleybus Vehicles Owned by GRAS Detail Item Notes Total Single Articulated Registered 40 (cars) 29 (cars) 11 (cars) Number of Available 20 (cars) 13 (cars) 7(cars) Vehicles Unserviceable 20 (cars) Average Passenger Capacity 131 (passengers) only the available vehicles Average Vehicle Age 29 (years) As of January, 2018 Source: provided by GRAS, Operation Records

Current Situation of Bus Table 4.4.3 shows current status of bus vehicles owned by GRAS. The operational rate of the buses possessed by GRAS is low at only approximately 70 %. Most of them were obtained as secondhand vehicles through grants from other countries, and there is great difficulty in securing parts for maintenance. For this reason, numerous cars are put out of service for use as parts donors and they are now abandoned in the vehicle depots. The average age of the buses is 16 years, and there are many vehicles that are near their service lives. There are 18 operational buses that meet the emission regulations of diesel vehicles of Euro 4 to Euro 6 and these vehicles can be operated (Figure 4.4.1). Furthermore, GRAS has 27 CNG vehicles. According to the plan of intervention measures in the cases of excessive air pollution in the Sarajevo Canton, there is a possibility that vehicles other than these 45 buses may be inoperable if emission regulations are tightened in the future.

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Table 4.4.3: Current Status of Bus Vehicles Owned by GRAS Detail Item Notes Total Single Articulated [CNG Vehicle]: 30 Registered 144 (cars) 33 (cars) 111 (cars) Number [EURO4 - EURO6]: 35 of [CNG Vehicle]: 27 Available 105 (cars) 19 (cars) 86 (cars) Vehicles [EURO4 - EURO6]: 18 Unserviceable 39 (cars) Average Passenger Capacity 117 (passengers) only the available vehicles Average Vehicle Age 16 (years) As of January, 2018 Source: provided by GRAS, Operation Records

Source: JICA Study Team Figure 4.4.1: EURO6 Centrotrans Minibus

Current Situation of Minibus Table 4.4.4 shows current status of minibus vehicles owned by GRAS. The availability vehicle rate of minibuses is less than 50 % and there are now out-of-service vehicles that have just been introduced in 2012 as brand new. Maintenance is a big issue as most of the vehicles that have been introduced as brand new are now out-of-service. In addition, there is a concern that the six vehicles among those in possession may become inoperable if emission regulations are tightened in the future, because these fall under Euro 2.

Table 4.4.4: Current Status of Minibus Vehicles Owned by GRAS Item Detail Notes Registered 30 (cars) Number of Available 14 (cars) Vehicles Unserviceable 16 (cars) Average Passenger Capacity 47 (passengers) only the available vehicles Average Vehicle Age 12 (years) As of January, 2018 Source: provided by GRAS, Operation Records

Trends in GRAS-Owned Vehicles The number of trams, trolleybuses, and minibuses in possession by GRAS, and the number of operational vehicles as well as the number of vehicles that are in actual use (for a day) are all in a decreasing trend. As for tram vehicles, Turkey provided 20 3-car vehicles with high capacity in 2017. For this reason, the number of operational vehicles was reduced by replacing the vehicle with 2-car vehicles. The number of buses has started to increase starting in 2014 (Table 4.3.5 to Table 4.3.7, Figure

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4.4.2 ,Figure 4.4.3). Among the vehicles in possession, the existence of out-of-service vehicles that are not in operation is a problem.

Table 4.4.5: Trends in the Number of GRAS-owned Vehicles 2012 2013 2014 2015 2016 2017 2019 Tram 89 89 77 83 70 76 69 Trolleybus 61 61 39 43 40 40 40 Bus 105 105 106 109 124 127 144 Minibus 54 50 42 40 40 29 30 Source: Report GRAS for 2013, 2015 and 2016, GRAS

Table 4.4.6: Trends in the Number of GRAS-owned Available Vehicles 2012 2013 2014 2015 2016 2017 2019 Tram 69 58 53 49 49 47 48 Trolleybus 28 25 21 23 27 26 20 Bus 62 51 46 61 64 72 105 Minibus 26 26 24 21 19 15 14 Source: Report GRAS for 2013, 2015 and 2016, GRAS

Source: Report GRAS for 2013, 2015 and 2016, GRAS Figure 4.4.2: Trend in the Number of GRAS-owned Available Vehicles

Table 4.4.7: Trends in the Number of GRAS-owned Actual Vehicles for a Day 2012 2013 2014 2015 2016 2017 Tram 69 58 37 35 36 36 Trolleybus 28 25 19 20 23 21 Bus 62 51 40 51 54 60 Minibus 26 26 24 21 19 15 Source: Report GRAS s for 2013, 2015 and 2016, GRAS

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70 120.0% 100 120.0%

90 60 100.0% 100.0% 80 50 70 80.0% 80.0% 60 40 50 60.0% 60.0% 30 40 40.0% 40.0% 30 20 20 20.0% 10 20.0% 10 0 0.0% 0 0.0% 2012 2013 2014 2015 2016 2017 2018 2012 2013 2014 2015 2016 2017 2018 ①Registration ②Available ③Actual ②/① ③/② ①Registration ②Available ③Actual ②/① ③/② (1) Tram (2) Trolleybus 160 120.0% 60 120.0%

140 100.0% 50 100.0% 120 80.0% 40 80.0% 100

80 60.0% 30 60.0%

60 40.0% 20 40.0% 40 20.0% 10 20.0% 20

0 0.0% 0 0.0% 2012 2013 2014 2015 2016 2017 2018 2012 2013 2014 2015 2016 2017 2018 ①Registration ②Available ③Actual ②/① ③/② ①Registration ②Available ③Actual ②/① ③/② (3) Bus (4) Minibus Source: Report GRAS for 2013, 2015 and 2016, GRAS Figure 4.4.3: Trends in the Number of Vehicles for Each Transport Mode

Centrotrans Vehicles

Current Situation of Bus Table 4.4.8 shows current status of bus vehicles owned by Centrotrans. There are no out-of-service buses in Centrotrans. However, all of them have been obtained as used cars, their average ages are old, and 20 vehicles conform to EURO 5 emission regulations. Furthermore, there are 20 CNG and LPG vehicles in their possession.

Table 4.4.8: Current Status of Bus Vehicles Owned by Centrotrans Detail Item Notes Total Single Articulated [CNG Vehicle]: 14 Number Registered 42 (cars) 17 (cars) 25 (cars) [LPG Vehicle]: 6 of [EURO5]: 20 Vehicles Available 42 (cars) 17 (cars) 25 (cars) Unserviceable 0 (car) Average Passenger Capacity 111 (passengers) only the available vehicles Average Vehicle Age 15 (years) Source: provided by Centrotrans, Operation Records

Current Situation of Minibus Table 4.4.9 shows current status of minibus vehicles owned by Centrotrans. The ages of their minibuses are young, and compared with the GRAS, the number of vehicles in their possession and the number of operational vehicles is both higher. Centrotrans has 35 vehicles that are sufficient emission regulations of EURO 5.

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Table 4.4.9: Current Status of Minibus Vehicles Owned by Centrotrans Item Detail Notes Number Registered 35 (cars) of Available 35 (cars) Vehicles Unserviceable 0 (car) Average Passenger Capacity 37 (passengers) only the available vehicles Average Vehicle Age 6 (years) Source: provided by Centrotrans, Operation Records

Public Transportation Infrastructures

Current Situation on Tram Stops and Bus Stops Shade and bench are installed at all 45 stops along the tram line, and at major bus stops (According to a questionnaire to GRAS, only approximately 30 % of bus stops). However, some bus stops do not even have a bus stop pole. In addition, the bus stop names are not indicated at most stops. The route maps and timetables are not indicated (Figure 4.5.1).

Source: JICA Study Team

Figure 4.5.1: Bus stops where timetable and route map are not posted

Tram Tracks There are track sections that shared with the road and exclusive track sections. Tram tracks are in a poor state. For instance, ballasts should exist between sleepers, but some sections are no ballasts and only soils and grass (Figure 4.5.2). For this reason, the trams have safety problems, poor ride-quality, and difficulty in accelerating. Drainage function is not working, and irregularity of track is generated at the section between the ballast and the Vignole rail based on the survey with GRAS. Thus, reconstruction of the track bed is necessary. In addition, the condition of the grooved rail of the track section that shared with the road is bad, especially in the sharp curve section of “Vijećnica” near Sarajevo City Hall, wavy wear has occurred. The sections in extremely poor state are the track switches at the intersection around “Tehnička škola” in front of the United States Embassy and the section between “Pofalići” and “ČengićVila”.

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Source: JICA Study Team Figure 4.5.2: State of Track

Current Situations and Issues of Depots GRAS and Centrotrans have depots (operation management bases) at the locations shown in Figure 4.5.3. The GRAS depot (tram and autobus) has the vehicle maintenance factory and the GRAS headquarters. There was a problem with the management, such as spare parts being stored outdoors (Figure 4.5.4). It is necessary to drive 15 km round trip for gas filling of CNG bus. Many buses drive into the west side of Sarajevo metropolitan area (Ilidža and Dobrinja) and Vogošća.

Source: JICA Study Team Figure 4.5.3: GRAS and Centrotrans depot location map

Source: JICA Study Team Figure 4.5.4: Spare parts management status at GRAS Depot

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Traffic Operators of GRAS

GRAS Organization Figure 4.6.1 shows the organization of GRAS. GRAS consists of three departments: tram/trolleybus, bus/minibus, and economy/finance/marketing, including judicial affairs, personnel affairs, accounting, internal security, and new technology/plan development.

Assembly of the Company

Supervisory Board Secretary of the Company

Office of the Public Relations Director Director Service

Quality Assurance Internal Audit Center Department

Executive Director of Executive Director for Executive Director for Bus Economics, Finance and Tramway and Trolleybus and Minibus Marketing

Service for Legal Finance and Tramway Sector Bus Sector Affairs and Human Accounting Sector Resources

Commercial, Marketing Trolleybus Sector Minibus Sector Billing Control Service and Sales Sector

Vehicles registration Energy and Transport Planning and Analyses Internal Security and vehicles technical Inffrastructure Sector Services Service service Development, New Catering Service Technology and Planning Source: provided by GRAS Figure 4.6.1: GRAS Organization Chart Labor Environment and Labor Union

Labor Environment Table 4.6.1 shows the actual working hours and driving hours per crew of each transportation based on the interview with GRAS. The working time and days are determined, such as 7 hours 10 min, including rest per day (operation: 6 hours 40 min, rest: 30 min), 40-hour work/week, and six-day per week based on the laws and regulations concerning traffic safety and labor. The actual working hours should not exceed 9 hour per day at most, based on the monthly schedule per driver.

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Continuous driving is up to 4 hours at most. Drivers are 3shift per day basis. The vehicles are operated basically on the same fixed route all day long. Table 4.6.1: Working Hours of Employees Mode Working Driving Number of Holiday hours Hours (per week) Tram 7h10min 6h 1 Trolleybus 7-8h 6h-7h 1 Bus 7h10min 6h 1 Source: provided by GRAS

Labor Union The labor union is the largest organization in the company, which is composed of the “Services and Utility Economy Union”, participated by all departments, and the “Drivers’ Union”, consisting mainly of bus drivers.

Trends and Composition of Employees

Trends and Composition of GRAS Employees Compared with 2010, the number of employees in 2017 decreased by approximately 30 % (Table 4.6.2). The number of drivers is also decreasing trend (Table 4.6.3, Figure 4.6.2). From 2012 to 2019, the number of trolleybus drivers has decreased by approximately 20 %, while that of minibuses decreased by approximately half. The number of drivers is proportional to the number of availability vehicles.

Table 4.6.2: Trends in the Total Number of GRAS Staff Number of GRAS Staff (person) 2010 2012 2015 2016 2017 General Staff 1,281 1,091 952 880 882 Graduate 720 649 595 561 542 Total 2,001 1,740 1,547 1,441 1,424 Source: Report GRAS for 2013, 2015 and 2016, GRAS

Table 4.6.3: Trends in the Total Number of GRAS Drivers Number of GRAS Drivers (person) Driver 2019 2012 2013 2014 2015 2016 (as of June) Tram 112 115 121 117 116 124 Trolleybus 94 91 91 84 85 73 Bus 207 197 187 182 160 200 Minibus 98 93 91 78 69 52 Total 511 496 490 461 430 449 Source: Report GRAS for 2013, 2015 and 2016, GRAS Questionnaire Survey

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250 120

100 200

80 150 60 100

Driver (perosn) Driver 40 Vehicle (vehicle)

50 20

0 0 2012 2013 2014 2015 2016 2019 (as of June)

Available Vehicle (Tram) Available Vehicle (Trolley bus) Available Vehicle (Auto bus) Available Vehicle (Mini bus) Driver (Tram) Dr iver (Trolley Bus) Dr iver (Auto Bus) Dr iver (Mini Bus)

Source: JICA Study Team

Figure 4.6.2: Trends in the Number of Available Vehicles and Drivers

Trends in the Number of GRAS Employees by Department The number of employees in each department and their average ages as of June 2019 are shown in Table 4.6.4 to Table 4.6.7. Aging is advancing in the permanent employees, employees who have experience of 20 years or more is the highest proportion in the permanent employees. Alternation of employee generations is an issue. In addition, there are 107 employees engaged in maintaining the 69 tram sets possessed by GRAS. The bus maintenance department has 84 employees who are engaged in the maintenance of the 144 vehicles of GRAS. There is a need to study the systematic replacement of vehicles, improvement of maintenance techniques, and outsourcing of maintenance, towards the optimization of the number of employees engaged in vehicle maintenance of both trams and buses. There are 13 employees engaged in the maintenance of the tram tracks. The tracks are currently in poor condition and need drastic improvement. After the improvements are made, preventive maintenance techniques are needed towards the optimization of the number of employees engaged in track maintenance.

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Table 4.6.4: Overview of the Number of Staff for Tram Average Age Business Experience of Employees Number of Employees of (person) Job Position (person) Employees Under 10 10 to 20 Over 20 (person) Years Years Years Management Department 13 53 0 1 12 Operation Management 36 52 0 2 50 Department Permanently employed 115 45 24 30 61 Drivers etc. Temporary employees 27 - - - - Permanently employed 101 50 0 14 87 Vehicle Maintenance Temporary employees 6 - - - - Track Maintenance 13 N/A N/A N/A N/A Other Department related the Electricity Maintenance 36 N/A N/A N/A N/A Tram Other 17 N/A N/A N/A N/A Source: provided by GRAS, Operation Records

Table 4.6.5: Overview of the Number of Staff for Trolleybus Average Age of Business Experience of Employees Number of Employees Job Position Employees (person) (person) (person) Under 10 Years 10 to 20 years Over 20 years 63 Permanently (53 52 0 26 37 employed Drivers etc. Drivers) Temporary 19 - - - - employees Permanently 57 - - - - Maintenance employed Department Temporary 2 - - - - employees Source: provided by GRAS, Operation Records

Table 4.6.6: Overview of the Number of Staff for Bus Average Age of Business Experience of Employees Number of Employees Job Position Employees (person) (person) (person) Under 10 Years 10 to 20 years Over 20 years Permanently 119 52 11 26 82 Drivers employed Department Temporary 81 40 27 42 12 employees Permanently 80 52 0 17 63 Maintenance employed Department Temporary 4 26 4 0 0 employees Source: provided by GRAS, Operation Records

Table 4.6.7: Overview of the Number of Staffs for Minibus Average Age of Business Experience of Employees Number of Employees Job Position Employees (person) (person) (person) Under 10 Years 10 to 20 years Over 20 years Permanently 52 50 0 9 43 Drivers employed Department Temporary 0 No employees Permanently 30 51 0 6 24 Maintenance employed Department Temporary 0 No employees Source: provided by GRAS, Operation Records

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Analysis of GRAS Financial Statement

Profit and Loss GRAS business revenues decreased by approximately 30 % from 2010 to 2018. From 2012 to 2018, individual ticket revenues were around BAM 8,000,000 but monthly coupon revenues and associated subsidy revenues have decreased. As a result, business revenue decreased (Table 4.6.8).

Table 4.6.8: GRAS Revenues, 2010-2018 unit: BAM 1,000

Revenue 2010 2011 2012 2013 2014 2015 2016 2017 2018 Individual Tickets N/A 10,395 8,558 7,241 7,555 8,008 7,580 7,849 8,262 Monthly Tickets N/A 16,495 15,881 13,241 12,633 11,978 11,957 11,760 11,238 Multiple-month & Annual Tickets N/A 2,561 1,473 1,221 1,073 1,047 342 238 239 Subsides N/A 12,181 10,216 9,833 9,276 8,469 8,122 7,563 7,431 Passenger Transportation Revenue N/A 41,633 36,129 31,536 30,537 29,503 28,001 27,410 27,171 Miscerenouse Transportation Income N/A 1,986 1,919 1,220 1,544 1,292 1,131 1,297 1,346 Other Services N/A 3,491 3,797 5,159 5,078 6,037 7,006 7,409 6,048 Business Revenues 50,018 47,110 41,844 37,916 37,158 36,832 36,139 36,117 34,564 Financial Profit 62 68 124 55 98 87 81 47 126 Total Revenue N/A 47,178 41,968 37,971 37,256 36,918 36,219 36,163 34,690 other profit 3,547 568 825 3,160 299 423 488 374 3,041 Period Revenue 50,018 47,746 42,793 41,131 37,555 37,341 36,707 36,538 37,732 Source: provided by GRAS

Table 4.6.9 shows GRAS cost from 2010 to 2018. The reduction in personnel cost is particularly large at approximately 33 %. This is due to a decrease in the number of employees. Materials and fuel cost depend on the number of vehicles. The reason for the decrease in materials and fuel cost is that the number of registered vehicles has decreased. The decrease in depreciation means that more vehicles have been depreciated and the introduction of new vehicles is decreasing. Financing costs rose significantly by 4.6 times in 2010 to 2018. In particular, it has increased nearly three times since 2014. The interest burden is very high, and the decrease in other expenses is offset by the increase in financing costs.

Table 4.6.9: GRAS Costs, 2010-2018 unit: BAM 1000 Operation Cost 2010 2011 2012 2013 2014 2015 2016 2017 2018 Material/Fuel Cost 12,964 12,515 11,528 9,834 8,929 8,433 8,151 8,030 8,331 Personnel Cost 44,355 43,242 39,999 38,167 38,078 34,855 32,668 31,568 29,719 Depreciation 6,484 6,725 7,048 5,562 5,277 5,405 5,256 4,172 3,940 Fee/Tax 2,690 1,932 233 219 194 175 129 187 127 Provision of the Revenue N/A N/A N/A N/A 5,000 3,500 0 N/A N/A Intangible Cost 1,007 0 1,228 1,159 1,218 1,104 1,043 1,092 1,221 Cost of Sales 44 31 34 21 16 20 15 13 10 Business Expense 67,544 64,445 65,070 59,961 58,712 53,491 47,263 45,062 43,347 Financial Cost 3,617 2,178 2,481 4,449 12,651 15,005 15,710 15,458 16,767 Ordinary Expense N/A N/A 62,551 59,410 71,363 68,495 62,973 60,520 60,114 other operating cost 595 781 342 1,111 669 2,368 1,314 484 515 Period Cost 71,756 67,404 67,893 65,521 72,032 70,864 64,286 61,004 60,629 Source: provided by GRAS, GRAS The operating profit is reduced by approximately 60% from minus BAM 21.1 million in 2010 to minus BAM 8.7 million in 2018. The ordinary profit is increased from minus BAM 24.6 million in 2010 to minus BAM 25.4 million in 2018. This is due to an increase in financial cost.

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From the above, the profit situation of GRAS is one where both revenue and cost are decreasing and ordinary loss continues to occur, and this is recurring on a regressive scale. GRAS needs to focus on increasing the transport capacity by increasing labor productivity, increasing passenger transport revenues with minimal costs, and increasing other services. Business revenue was BAM 34.5 million in 2018. On the other hand, business expense was BAM 43.3 million. Operating profit was minus BAM 8.7 million and operating balance ratio was 79.6 %. The total revenue was BAM 37.7 million, the total cost was BAM 60.6 million, the total profit was minus BAM 22.8 million, and the total balance ratio was 62.2 %. Earnings Before Interest Taxes Depreciation and Amortization (EBITD) was minus BAM 4.8 million. GRAS does not make any profit in its business activities. The shortfall of working capital is covered by borrowing (Table 4.6.10, Table 4.6.11).

Table 4.6.10: GRAS Profit and Loss, 2010-2018 unit: BAM 1000 Profit and Loss 2010 2011 2012 2013 2014 2015 2016 2017 2018 Revenues FROM Transport of 46,409 47,110 41,844 37,916 37,158 36,832 36,139 36,117 34,564 Passengers Business expense 67,544 64,445 65,070 59,961 58,712 53,491 47,263 45,062 43,347 Operating Profit & Loss -21,135 -17,335 -23,225 -22,045 -21,554 -16,660 -11,124 -8,945 -8,783 Financial Profit 62 68 124 55 98 87 81 47 126 Financial Cost 3,617 2,178 2,481 4,449 12,651 15,005 15,710 15,458 16,767 Non-operating Profit & Loss -3,555 -2,109 -2,357 -4,394 -12,553 -14,918 -15,629 -15,412 -16,641 Ordinary Profit & Loss -24,690 -19,444 -25,582 -26,439 -34,107 -31,578 -26,753 -24,356 -25,424 other profit 3,547 568 825 3,160 299 423 487 374 3,041 other loss N/A N/A 241 1,084 501 2,309 1,313 484 514 Adjusted Profit & Loss N/A N/A -101 -28 -168 -59 N/A N/A N/A Period Profit & Loss -21,738 -19,657 -25,100 -24,390 -34,477 -33,523 -27,579 -24,466 -22,897 Source: provided by GRAS

Table 4.6.11: GRAS EBITDA, 2010-2018 unit: BAM 1000 2010 2011 2012 2013 2014 2015 2016 2017 2018 EBITDA -14,651 -10,610 -16,177 -16,483 -16,277 -11,254 -5,868 -4,772 -4,843

Balance Sheet Table 4.6.12 shows balance sheet. The item “loss exceeding capital” is an item that should be recorded as negative capital. However, it is recorded as an asset in this balance sheet. And short-term debt is increasing and capital is zero. Even in the latest situation in 2018, total assets (fixed assets + current assets) BAM 109.6 million, total liabilities BAM 327.0 million, capital (net assets) BAM 0, and the excess debt was amounted to minus BAM 217.4 million. The company has fallen beyond the common sense of debt surplus approximately twice its total assets. If it were a private company, it would be in a state of failure. The debt of unpaid salary (BAM 100 million) accounted for 44% of short-term debt (BAM 226 million). This is a huge amount which is equivalent to 3.3 years of annual labor costs. The debt of unpaid salary decreased by BAM 6 million from 2017 to 2018, but the pace of repayment is slow. The debt to the federation amounted to BAM 104 million, including salary-related BAM86 million and value-added tax-related BAM 28 million. Moreover, the debt to the federation increased by BAM19 million from 20 17 to 2018. These two debts are causes of the high and increasing interest cost.

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Table 4.6.12: Balance Sheet (2010-2018)

unit: BAM

Balance sheet 31/12/2011 31/12/2012 31/12/2013 31/12/2014 31/12/2015 12/31/2016 12/31/2017 12/31/2018 Ⅰ FIXED ASSETS （１ + ２ + ３） 105,120,911 106,496,372 100,919,266 110,068,239 106,523,166 102,218,712 99,144,664 95,824,021 1 Unmaterial resourses 1,677,331 1,342,308 1,013,291 680,828 346,407 11,989 5,965 3,419 2 Property, plant and equipment 103,300,631 105,032,209 99,796,998 109,291,315 106,093,543 102,136,386 99,081,242 95,776,025 2.1 Land 33,747,210 33,747,210 33,737,890 47,519,230 47,519,230 47,519,230 47,519,230 47,519,230 2.2 Construction objects 20,524,786 26,242,540 25,361,996 24,507,720 23,514,195 22,549,187 21,590,785 20,636,137 2.3 Plants and equipment 41,394,579 37,260,120 32,907,656 29,396,264 27,553,955 27,185,877 25,091,377 22,578,531 2.4 Residential buildings and flats 0 2.5 Advance payments and real estate and equipment in preparation 7,782,056 7,782,339 7,789,456 7,868,101 7,506,163 4,882,092 4,879,850 5,042,127 3 Other fixed tangible assets 128,405 121,855 108,975 96,096 83,216 70,337 57,457 44,577 3.2 Long-term accounts receivable 24,544 Ⅱ CURRENT ASSETS (4 + 5) 17,747,344 16,736,480 18,118,956 15,903,497 15,711,603 15,757,491 15,185,667 13,818,573 4 Inventories and assets held for sale 14,223,804 13,482,639 12,801,692 12,114,089 12,017,520 11,494,778 10,921,305 11,118,601 4.1 Raw materials, material, spare parts and small inventory 14,043,636 13,323,244 12,639,552 12,057,988 11,966,727 11,471,111 10,888,176 10,374,562 4.2 Merchandise 3,771 2,962 745 637 579 575 1,363 697,917 4.3 Advances 176,397 156,433 161,395 55,463 50,214 23,092 31,766 46,122 5 Cash, short-term receivables and short-term placements (5.1 + 5.2 + 6) 3,523,540 3,253,841 5,317,264 3,789,409 3,694,083 4,262,713 4,264,362 2,699,972 5.1 Cash and cash. equivalents 673,764 234,398 243,592 169,582 72,537 87,843 96,606 53,093 5.2 Short-term receivables (5.3 + 5.4 + 5.5) 2,746,689 3,019,443 5,045,003 3,577,662 3,586,626 4,172,948 4,167,756 2,619,304 5.3 Buyers in the country and abroad 1,556,130 1,438,228 3,026,690 1,327,304 1,073,983 1,213,938 2,616,395 1,569,973 5.4 Special business receivables 254,374 232,664 257,818 149,169 153,011 85,517 102,253 906,169 5.5 Other short-term receivables 936,185 1,348,551 1,760,495 2,101,189 2,359,632 2,873,493 1,449,108 143,162 6 VAT receivables 0 0 28,669 42,165 34,920 1,922 0 27,575 6.2 Accounts receivable 103,087 Ⅲ LOSS ABOVE CAPITAL 0 27,559,290 51,441,977 125,148,794 158,671,969 186,251,087 208,196,907 217,432,622 A1 BUSINESS ASSETS (1 + 11 + 111) 122,878,255 150,792,142 170,480,199 251,120,530 280,906,738 304,227,290 322,527,238 327,075,216 A2 OFF-BALANCE SHEET ASSETS 7,514,011 7,614,537 6,755,000 TOTAL ASSETS (A1 + A2) 258,634,541 280,906,738 311,841,827 329,282,238 327,075,216 Ⅳ CAPITAL (7 + 8 + 9) -10 6,582,854 0 0 0 0 0 0 0 7 Basic capital 64,544,289 64,544,289 64,544,289 64,544,289 64,544,289 64,544,289 64,544,289 64,544,289 8 Revaluation reserves 29,998,493 29,998,493 29,989,173 43,770,513 43,770,513 43,770,513 43,770,513 43,770,513 9 Retained earnings from previous years 7,218,537 7,218,537 7,218,537 0 0 0 0 0 10 Loss to the amount of capital 95,178,465 101,761,319 101,751,999 108,314,802 108,314,802 108,314,802 108,314,802 108,314,802 Ⅴ Long-term provisions 33,324,466 38,888,135 38,911,227 39,857,279 41,728,114 42,376,498 41,749,732 36,979,516 Ⅵ Long-term liabilities 15,598,503 16,699,341 12,754,645 8,599,402 4,221,811 0 Ⅶ Short-term liabilities 65,314,806 83,529,259 106,909,533 143,380,800 172,560,583 202,007,618 215,699,458 225,902,690 Ⅷ Accruals and deferrals 2,057,626 11,674,907 11,904,794 59,283,049 62,396,230 59,843,174 65,078,048 64,193,010 B1 BUSINESS LIABILITIES (lv + v + vł + vłl + vłll) 122,878,255 150,792,142 170,480,199 251,120,530 280,906,738 304,227,290 322,527,238 327,075,216 B2 OFF-BALANCE SHEET LIABILITIES 7,514,011 7,614,537 6,755,000 TOTAL LIABILITIES (B1 + B2) 258,634,541 280,906,738 311,841,827 329,282,238 327,075,216 Source: provided by GRAS

Productivity of the Transportation Business

Productivity of GRAS Transportation Business

Vehicle and Driver Table 4.7.1 shows the productivity in GRAS by modes. The daily driving distance of trams is shorter than that of buses. In particular, since there is a long section with exclusive-use tracks for trams in Sarajevo, having a short driving distance is an issue from the perspective of operation efficiency. There are 2.3 drivers per tram and 2.5 drivers per bus that are working in shifts. This is high compared with Japan where there are only approximately 1.5 drivers per vehicle. Simple comparison may not be possible as the working conditions may differ with Japan, but the operation should be more productive.

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Table 4.7.1: Comparison of the Productivity of the GRAS Set per Day Total Driving Distance Driving Time Number of Drivers per Op. Mode (km) (time) Vehicle (driver) Tram 195.2 13:07 2.3 Trolleybus 200.4 13:49 2.6 Bus 216.5 13:38 2.5 Minibus 188.7 13:14 2.6 Source: provided by GRAS, Operation Records Table 4.7.2 shows comparison of the productivity of each work schedule for GRAS drivers. To compare productivity, in the case of Japan, drivers drive for approximately 7 hours each day, while drivers of GRAS have a shorter driving time. This is because GRAS complies with traffic safety regulations and labor regulations and limits shifts to within 6 hours and 40 minutes per day for drivers. However, since it operates 40 hours per week and work schedule is six days on and one day off, it is not much different from Japan (Driving hours are generally up to 40 hours per week) when considered per week. However, in Japan, as a general rule, the actual working time is up to 65 hours per week. As a result, a driver often rides the same vehicle all day, increasing productivity.

Table 4.7.2: Comparison of the Productivity of Each Work Schedule for GRAS Drivers Total Driving Distance Driving Time Mode (km) (time) Tram 84.5 5:40 Trolleybus 76.5 5.16 Bus 85.2 5:22 Minibus 74.0 5:11 Source: provided by GRAS, Operation Records

Direct Department and Indirect Department GRAS has a higher percentage of indirect employees compared to Japan. The indirect department ratio of GRAS is 15 %, while the indirect department of Japanese transport industry is approximately 10 % (Table 4.7.3). It is necessary to relocate employees from indirect department to direct department.

Table 4.7.3: Employees of Direct Department and Indirect Department Direct Department (person) Indirect Department (person) Technique and Maintenance Sector 190 Inspector 133 Bus Sector 298 Approximately Minibus Sector 83 Head office personnel 200 Tram Sector 251 Trolleybus Sector 143 Ticket Sector 73 Source: provided by GRAS

Comparison with Case in Japan The number of employees in the maintenance of tram is higher than in Japanese operations. GRAS has approximately two times the number of employees in Japan as shown in Table 4.7.4. This is due to an increase in the number of vehicle types in order to procure the cheapest vehicle according to the public procurement law. In addition, since it is difficult to obtain spare parts for trams, the number of employees increases because parts are manufactured.

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Table 4.7.4: Comparison Number of Employee per Vehicle for Vehicle Maintenance Hiroshima Nagasaki GRAS Electric Iyo Railway Electric Railway Railway Number of employees for vehicle maintenance 107 96 27 23 Number of registered vehicles 106 297 96 75 (Converted to single – track vehicle) Number of employees per vehicle 0.7 0.3 0.3 0.3 Source: provided by GRAS, Ministry of Land infrastructure a transport in Japan, financial statement report

Table 4.7.5 and Table 4.7.6 show the comparison of productivity between GRAS and similar operators in the tram and bus business in Japan. GRAS is less productive than Japanese operators in any cases. Especially, the minibus is very low in productivity because the number of available vehicles is small.

Table 4.7.5: Comparison of Japanese Operators and GRAS of Tram Business Hiroshima Nagasaki GRAS Electric Iyo Railway Electric Railway Railway Number of Employee 364 625 309 194 (Include track maintenance) Total Business kilometers (km) 14.5 35 44 12 Number of Employee per km 25.1 17.8 7.1 16.9 Vehicle Driving Distance per year 2,287,000 12,408,000 5,462,000 2,311,000 Driving Distance per day per employee 17.2 54.4 48.4 32.6 Source: provided by GRAS, Ministry of Land infrastructure a transport in Japan, financial statement report

Table 4.7.6: Comparison of Japanese Operators and GRAS of Bus Business Hiroshima GRAS Nagasaki Electric Iyo Railway Motor Bus Trolleybus Autobus Minibus Railway Number of Employee 79 284 82 992 286 982 Number of Vehicle 20 105 14 540.0 172 586 Number of Employee per Vehicle 4.0 2.7 5.9 1.8 1.7 1.7 Vehicle Driving Distance per year 1,281,000 4,854,000 869,000 28,092,000 13,363,000 25,625,000 Driving Distance per day per employee 44.4 46.8 29.0 77.6 128.0 71.5 Source: provided by GRAS, Ministry of Land infrastructure a transport in Japan, financial statement report

Productivity of Centrotrans Transportation Business The driving time of bus drivers in Centrotrans is approximately the same as in Japan. However, minibus driving time is half that of the bus. Minibuses is inefficient because there are many short-distance routes. It is necessary to improve the operation efficiency of minibuses (Table 4.7.7).

Table 4.7.7: Comparison of the Productivity of the Centrotrans Set per Day Number of Drivers Total Driving Distance Driving Time Mode per Op. Vehicle (km) (time) (driver) Bus 214.2 10:48 1.8 Minibus 132.8 8:36 2.0 Source: provided by Centrotrans, Operation Records Centrotrans operates minibuses with fewer drivers compared with the GRAS. However, since the driving time of Centrotrans is short, the operation efficiency of vehicles is as low as GRAS. GRAS is obliged to comply with the operation frequency and service provision time set by Sarajevo Canton. In the case

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of Centrotrans, it operates according to the timetable that set themselves. Therefore, it should be noted that it is difficult to compare the productivity under the same conditions for Centrotrans and GRAS (Table 4.7.8).

Table 4.7.8: Comparison of the Productivity of Each Work Schedule for Centrotrans Drivers Total Driving Distance Driving Time Mode (km) (time) Bus 166.1 8:34 Minibus 69.8 4:15 Source: provided by Centrotrans, Operation Records

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Environmental Impacts of Transport Sector

Introduction

This section summarizes the impacts of the transport sector on the environment, in particular air quality, including the related laws and regulations, current situation of ambient air quality, studies on sources of air pollution, on-going and planned countermeasures to control air pollution from the traffic sector, and international cooperation in the areas of air pollution management.

Laws and Regulations

Table 5.2.1 lists the laws and regulations related to air pollution control at FBiH and SC levels. The laws and regulations in the following areas are already in place: environmental standards, emission standards, monitoring framework, emergency measures, some of the measures to control pollution sources, and air pollution-related environmental fees on large stationary sources and vehicles at the time of vehicle registration.

Table 5.2.1: Laws and Regulations Related to Air Pollution Control Level Laws and Regulations Federation a) Law on Environmental Protection of the Federation of BiH (Official Gazette of FBiH, No. 33/03 and 38/09) b) Law on Air Protection (Official Gazette of FBiH, No 33/03 and No.4/10) c) Rulebook on the Emissions of Volatile Organic Compounds (Official Gazette of FBiH, No 12/05) d) Rulebook on Limits for Emissions of Pollutants into the Air (Official Gazette of FBiH, No 12/05) e) Rulebook on Monitoring Emissions of Pollutants into the Air (Official Gazette of FBiH, No 9/14) f) Rulebook on the Conditions of Measurement and Control of the Sulfur Content in Fuel (Official Gazette of FBiH, No 6/08) g) Rulebook on Limit Values of Emissions into the Air from a Combustion Plant (Official Gazette of FBiH, No 3/13) h) Rulebook on the Method of Monitoring Air Quality and Defining Types of Pollutants, Limit Values and Other Air Quality Standards (Official Gazette of FBiH, No 1/12) i) Rulebook on Requirements for the Operation of Waste Combustion Plants (Official Gazette of FBiH, No 12/05) j) Rulebook on Amendments to the Rulebook on Requirements for the Operation of Waste Combustion Plants (Official Gazette of FBiH, No 102/12) k) Rulebook on Air Quality Monitoring (Official Gazette of FBiH, No 12/05) l) Rulebook on the Gradual Exclusion of Substances Depleting the Ozone Layer (Official Gazette of FBiH, No 39/05) m) Decree on Fees for Air Polluters (Official Gazette of FBiH, No. 66/11) n) Decree on Special Environmental Fees (Official Gazette of FBiH, No. 14/11) Sarajevo o) Decision on the Protection and Improvement of Air Quality in the Sarajevo Canton (Official Gazette of Canton the Sarajevo Canton, No 1/13) p) Decision on the Adoption of the Action Plan for Reducing Emissions of Particles in the Area of the Sarajevo Canton (Official Gazette of the Sarajevo Canton, No 16/13) q) Instructions for the Preservation of Air Quality for Plants and Facilities on the Construction and Commissioning of which Does Not Require an Environmental Permit r) Working instructions: Professional technical bases for the fulfillment of obligations of the operators of plants and facilities, for which environmental permit is not required, and they are regulated through urban development consent s) Plan of Intervention Measures in Accidents of Air Conditions in Sarajevo Canton (Official Gazette of the Sarajevo Canton, No. 4/17, No.53/18) Source: JICA Study Team Table 5.2.2 summarizes the ambient air quality standards of selected air pollutants in FBiH. They define the limit values as well as the tolerant values (i.e., limit value + margin of tolerance) of these pollutants, the date by which the limit value is to be met, data quality objectives, upper and lower assessment

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thresholds, requirements for sampling locations, requirements for other parameters (e.g., lead and benzo(a)pyrene). They are generally consistent with the European Directive on ambient air quality and cleaner air for Europe (2008/50/EC), although some of the requirements, such as the target dates, which are 1 January 2021 for many parameters in FBiH, were set considering the circumstances of FBiH. The Japanese ambient air quality standards in conditions equivalent to those of the FBiH standards (e.g., 15 3 3 3 µg/m for annual mean PM2.5, 267 µg/m for hourly sulfur dioxide (SO2), 3.0 µg/m for annual mean benzene, etc.) are equivalent to or more stringent than the corresponding limit values in FBiH.

Table 5.2.2: Ambient Air Quality Standards of Selected Parameters in FBiH Pollutant Averaging Period Limit Value Tolerant Value (µg/m3)* (µg/m3)* SO2 1 hour 350 500 1 day 125 125 1 year 50 50 NO2 1 hour 200 225 1 day 85 125 1 year 40 60 CO 8-hour 10 mg/m3 16 mg/m3 1 day 5 mg/m3 10 mg/m3 1 year 3 mg/m3 3 mg/m3 PM10 1 day 50 75 1 year 40 48 PM2.5 1 year 25 30 O3 8-hour 120 180/240 Benzene 1 year 5 8 Note: * unit is ug/m3 unless otherwise noted. Source: JICA Study Team based on Rulebook on the Method of Monitoring Air Quality and Defining Types of Pollutants, Limit Values and Other Air Quality Standards (Official Gazette of FBiH, No 1/12). Overall, some basic laws and regulations have already been promulgated, although their enforcement appears to be the issue as discussed in Section 5.6.1 below.

Ambient Air Quality

Air quality in SC has been monitored by the Federal Hydrometeorological Institute (FHMZ) and the Public Health Institute of Sarajevo Canton (ZZJZKS). There are in total six monitoring stations as summarized in Table 5.3.1.

Table 5.3.1: Air Quality Monitoring Stations in SC Location Institution SO2 NOx O3 CO BTEX PM10 PM2.5 PM sampling Bjelave FHMZ ○ ○ ○ ○ - ○ - ○ Vijećnica ZZJZKS ○ ○ ○ ○ ○ (City Hall) - - - Ilidža ZZJZKS ○ ○ ○ ○ - ○ - - Otoka ZZJZKS ○ ○ ○ ○ ○ ○ - - Mobilna ZZJZKS ○ ○ - - - ○ - - Ivan Sedlo FHMZ ○ ○ ○ - - ○ - - Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.) The Bjelave Station is located within the premises of FHMZ in the residential part of the city not directly influenced by heavy traffic volume. The Ilidža Station is located within ZZJZKS in the commercial area of Ilidža, and the Mobilna (mobile) Station is also now parked at the ZZJZKS. The Vijećnica Station in

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the old town and the Otoka Station in the middle part of the city seem to be affected by the main roads of the city. Ivan Sedlo is a background station not significantly affected by local pollution sources. Air qualities are monitored in other cantons in FBiH as well, including the industrial towns of Tuzla, Zenica, Kakanj, Lukavac, and Zivince. The data are readily available from the following sites of FHMZ and ZZJZKS: http://www.fhmzbih.gov.ba/latinica/ZRAK/vrijednostiPolutanata.php https://www.kvalitetzraka.ba/

Figure 5.3.1 to Figure 5.3.4 summarize the annual mean concentrations of sulfur dioxide (SO2), nitrogen dioxide (NO2), ozone (O3) and particulate matter 10 micrometers or less in diameter (PM10) at the Bjelave, Vijećnica, Otoka, and Ilidža stations in SC as well as Tuzla, Zenica and other towns in FBiH. The level of SO2 in Sarajevo is lower than in some industrial towns in FBiH, such as Zenica, Tuzla, and Kakanj, while the levels of NO2, O3, and PM10 in Sarajevo are comparable or even higher than the 3 industrial towns. The annual mean level of PM10 is reaching the limit value (40 µg/m ) at most stations in Sarajevo, and NO2 is high at the Otoka Station.

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.1: Annual Mean Concentrations of SO2 in FBiH

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.2: Annual Mean Concentrations of NO2 in FBiH

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Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.3: Annual Mean Concentrations of O3 in FBiH

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.4: Annual Mean Concentrations of PM10 in FBiH

While annual mean data are good indicators of the long-term averaged pollution level of each pollutant, it is also essential to examine the daily data because they reflect acute pollution/health issues that occur in a shorter time span. Figure 5.3.5 to Figure 5.3.9 summarize the daily concentrations of NO2 at Otoka, O3 at Bjelave and Ilidža, and PM10 at Bjelave and Ilidža stations in 2017. These parameters and stations were selected as they represent some of the worst cases of short-term pollution in Sarajevo. The red and green cells indicate concentrations above and below the daily limit value, respectively. For more 9 complete data, please see FHMZ (2018) . It is conspicuous that concentrations of NO2 and PM10 are high in winter. Sarajevo is located in a valley, and the stagnation of air through the formation of an inversion layer is an important mechanism of air pollution in winter.

A closer examination of the data reveals that the daily concentrations of PM10 at Bjelave and Ilidža were higher than not only the limit value (50 µg/m3), but even the tolerant value (75 µg/m3), and sometimes 3 exceeded 300 µg/m . The level of the daily NO2 concentration at Otoka is high in winter, although it

9 FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, March 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018).

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seldom exceeded the tolerant value (125 µg/m3). Evidently, particulate matter in winter is the most serious pollution issue in Sarajevo. In summer, the level of O3 at Bjelave and Ilidža exceeded the limit value, although it did not exceed the tolerant (warning/information) level (180 µg/m3).

Particulate matter equal or less than 2.5 micrometers (PM2.5) has not been monitored in the past, but the United States Embassy in Sarajevo has installed a station on the embassy compound, and the data are available from the site of Air Now below. https://airnow.gov/index.cfm?action=airnow.global_summary#Bosnia_and_Herzegovina$Sarajevo

Similar to PM10, the level of PM2.5 in Sarajevo is very high. Both FHMZ and ZZJZKS are expected to start regular monitoring of PM2.5 in Sarajevo.

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.5: Daily Concentrations of NO2 at Otoka Station in 2017

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.).

Figure 5.3.6: Daily Concentrations of O3 at Bjelave Station in 2017

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Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.7: Daily Concentrations of O3 at Ilidža Station in 2017

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.8: Daily Concentrations of PM10 at Bjelave Station in 2017

Source: FHMZ, Annual Report on Air Quality in the Federation of Bosnia and Herzegovina for 2017, 2018 (Godišnji izvještaj o kvalitetu zraka u Federaciji Bosne i Hercegovine za 2017. Godinu, 2018.)

Figure 5.3.9: Daily Concentrations of PM10 at Ilidža Station in 2017

Pollution Loads from Different Pollution Sources

This section summarizes the current understanding approximately emissions from the transport and other sectors. In 2012, SC developed a register of air emissions in the canton for 2010 in accordance

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with Article 26 of the Federal Law on Air Protection (2003). The register was further updated for 2013. Table 5.4.1 summarizes the estimated pollution loads of various pollutants by sector based on the register for 2013. According to this study, the traffic sector is a primary pollution source of many pollutants, such as benzene (100 %), nitrogen oxides (NOx) (83 %) and CO (59 %), but its contribution to the total PM10 pollution load in the canton is 9 %.

Table 5.4.1: Sarajevo Canton’s Estimate of Emissions by Sector (tonne/year) based on Register of Emission for 2013 Sector SO2 NOx CO2 CO NH3 N2O CH4 NMVOC Benzene PM10 Residential 1,250 393 747,287 25,917 32 23 1,926 3,386 0 1,028 (76%) (11%) (42%) (40%) (52%) (49%) (90%) (61%) (0%) (40%) Industrial 389 227 274,061 627 3 1 39 181 0 1,296 (24%) (6%) (16%) (1%) (5%) (2%) (2%) (3%) (0%) (51%) Transport 15 2,935 744,263 37,737 25 24 187 1,990 70 220 (1%) (83%) (42%) (59%) (41%) (51%) (9%) (36%) (100%) (9%) Total 1,654 3,554 1,765,611 64,281 61 47 2,151 5,557 70 2,544 (100%) (100%) (100%) (100%) (100%) (100%) (100%) (100%) (100%) (100%) Source: Sarajevo Canton, Cantonal Environmental Protection Plan, 2017 (Kantonalni Plan Zaštite Okoliša, Kantona Sarajevo, 2017). Using the EU standard vehicle emission calculation model, COPERT, FHMZ has made an independent estimation of pollution loads from the traffic sector in each canton in FBiH based on information on vehicle registration, estimated fuel consumptions, estimates of vehicles with catalytic converters, etc. The estimated emissions in 2016 in SC were 199.3 and 150.9 tonnes/year for PM10 and PM2.5, respectively.

Table 5.4.2: FHMZ’s Estimates of Emissions of Different Pollutants from the Transport Sector (tonne/year) in Sarajevo Canton for 2016 Sector SO2 NOx CO2 CO NH3 N2O CH4 NMVOC PM10 PM2.5 Transport 2.8 1,806 447,472 1,767 17.5 14.6 27.4 233 199.3 150.9 Source: FHMZ, Emission from Mobile Sources – Road Traffic in the Federation of Bosnia and Herzegovina for 2016, 2018 (Proračun emisije zagađujućih tvari iz mobilnih izvora - cestovnog saobraćaja u Federaciji Bosne i Hercegovine za 2016. Godinu, 2018).

The FHMZ’s calculation also showed that 56 % of the PM10 emission from the traffic sector is coming from diesel passenger vehicles (1400-2000 cc), while buses contribute to approximately 3 % of the PM10 load. Similar data are available for other pollutants.

Table 5.4.3: FHMZ’s Estimate of Emissions of PM10 by Vehicle Type (tonne/year) Type Size Tonne/year % Passenger Gasoline <1400 cc 11.04 6% Vehicles Gasoline 1400-2000 cc 8.09 4% Gasoline >2000 cc 1.38 1% Diesel <1400 cc 2.99 2% Diesel1400-2000 cc 111.24 56% Diesel >2000 cc 14.17 7% LPG 0.43 0% Truck Gasoline <3.5 t 1.06 1% Diesel <3.5 14.76 7% Truck <3.5t Truck 3.5-12 t 10.89 5% Truck >12 t 17.02 9% Bus Bus <5 t 0.33 0% Bus >5 t 5.57 3% Motorcycle Moped <50 cc 0.11 0% Motorcycle 50-250 cc 0.06 0% Motorcycle 250-750 cc 0.07 0% Motorcycle >750 cc 0.04 0%

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Total 199.25 100% Source: FHMZ, Emission from Mobile Sources – Road Traffic in the Federation of Bosnia and Herzegovina for 2016, 2018 (Proračun emisije zagađujućih tvari iz mobilnih izvora - cestovnog saobraćaja u Federaciji Bosne i Hercegovine za 2016. Godinu, 2018). For the whole nation including FBiH, Republic of Srpska, and Brčko District, the Third National Communication under United Nations Framework Convention on Climate Change (UNFCC) estimated that the transport sector is responsible for 42 % of NOx, 83 % of non-methane volatile organic compound 10 (NMVOC), 72 % of CO, and 0 % of sulfur oxides (SOx) (UNDP, 2016 ). NOx and NMVOC are main precursors of the ground-level ozone. It has to be pointed out that these apportionment studies suffered from many uncertainties in the underlying data and information. For example, many automobiles in BiH are not properly maintained, some are missing filters and catalytic converters, and fuels may be tampered and/or modified. Similarly, information on household heating and industrial activities are difficult to obtain. As such, estimation of pollution loads using the standard methodologies of European Environmental Agency is not straightforward in BiH. One should also note that these apportionment studies estimate only the emissions in the whole SC or the whole nation. The level of exposure to the resident is highly dependent on local conditions, such as the distance from the source (e.g., road side or around a main stationary source) and the wind condition. To evaluate health risks, more specific studies are needed. Considering the importance of air pollution issues in Sarajevo, a formal epidemiological study is highly recommended, in addition to detailed air pollution monitoring, apportionment studies and simulation studies of dispersion of pollutants under different climatic conditions. Concerning the sources of particulate matter in the air, there has been another effort to directly distinguish the biomass-derived particulate matter from the fossil fuel-derived one using an instrument known as aethalometer. Based on a preliminary analysis of aerosols collected at Bjelave Station in a residential area of Sarajevo, researchers estimated that as much as 30-50 % of the particulate matter is traffic-related, indicating that the contribution of the traffic sector on particulate matter can be larger than around 10 % as the previous apportionment studies have suggested. Overall, the current knowledge approximately the sources of pollution is not enough to accurately estimate the mechanisms and impacts of pollution. It is noted that the Swedish project which started this year is going to carry out an apportionment study with the support of the Swedish Environmental Protection Agency. Similarly, the World Bank project on air pollution and the Green City project funded by EBRD would make similar efforts to clarify the contributions of different pollution sources to air pollution. For these projects, please see Section 2.3.4.

Causes of Excessive Air Pollution from Traffic Sector

As discussed above, further efforts are needed to quantify the contributions of different sectors to air pollution in SC. Nevertheless, there is no doubt that the traffic sector is one of the main sources of air pollution for many pollutants, and the Cantonal Environmental Protection Plan (KEAP) (2017) 11 pointed out the following issues as the causes of excessive air pollution from the traffic sector:

・ Significant increase in the number of motor vehicles in Sarajevo Canton.

10 UNDP, Third National Communication and Second Biennial Update Report on Greenhouse Gas Emissions of Bosnia and Herzegovina under the United Nations Framework Convention on Climate Change, July 2016. 11 Sarajevo Canton, Cantonal Environmental Protection Plan, 2017 (Kantonalni Plan Zaštite Okoliša, Kantona Sarajevo, 2017).

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・ Inappropriate traffic network (traffic lanes, parking lots, etc.) causing the unacceptable operation of the vehicle in the so-called “idle speed". ・ Lack of a road network development strategy. ・ Inadequate coordination between responsible authorities and cooperation with East Sarajevo on road transport issues. ・ Under the influence of local lobbies, irresponsible politics, and poor planning, green and free areas near the roads are used for new buildings, causing the congestion of transit/primary roads and the reduction of traffic flow. ・ Public transport in the Sarajevo Canton has stagnated in recent years, which contributes to more frequent use of private vehicles, and occasionally there are "parallel lines" of buses and illegal carriers. ・ An inadequate level of public transport services due to poor and irresponsible management as well as outdated fleet and supporting infrastructure. The public transportation services are not provided according to the published schedule – public transportation timetables are not in line with published schedules. ・ Age of vehicles, poor (non-eliminatory) checks of exhaust gas emissions during technical inspections along with no proper maintenance of vehicles. ・ There is no Traffic Control Center due to the lack of necessary coordination and cooperation between responsible road managers, competent ministries, police departments. ・ Inadequate information, educational and promotional activities with the aim of improving the quality of traffic and reducing emissions of polluting gases.

Ongoing and Planned Countermeasures

Ongoing Countermeasures Air pollution has been recognized as one of the most serious environmental issues in Sarajevo, and various measures have been taken to control air pollution from household heating, boilers in industrial and commercial sectors, emissions from other industrial processes, and emissions from the traffic sector based on the Law on Air Protection (Official Gazette of FBiH, No 33/03 and No.4/10), Rulebook on limits for emissions of pollutants into the air (Official Gazette of FBiH, No 12/05), Decision on the protection and improvement of air quality in the SC (Official Gazette of the Sarajevo Canton, No 1/13), Decision on the adoption of the action plan for reducing emissions of particles in the area of the SC (Official Gazette of the Sarajevo Canton, No 16/13), and other laws and regulations. Among these, this section reviews the on-going measures to reduce emissions from the traffic sector, which can be categorized into the following three strategies (see, e.g., World Bank, 200412): a) Reducing emissions per unit of fuel consumed (e.g., phase out of older vehicles, control over low quality fuels, introduction of cleaner/alternative fuels, etc.) b) Reducing fuel consumption per unit of passenger/freight movement (e.g., public transport, increasing fuel efficiency through vehicle operation, promotion of nonmotorized transport, etc.) c) Reducing total transport demand (e.g., optimization of land use, parking policy, road pricing, etc.) Judging from the Action Plan for Reducing Emissions of Particles in the Area of the Sarajevo Canton (2013) and other documents, all of these strategies have been recognized one way or another, and at

12 World Bank, Reducing Air Pollution from Urban Transport, 2004.

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least the following measures have been implemented to minimize emission from the traffic sector (Table 5.6.1).

Table 5.6.1: Examples of Existing Countermeasures to Control Air Pollution from the Traffic Sector in SC Category Measures Introduction of Eco-test For every vehicle during technical inspection, for the purpose of registration, measurement of as part of annual vehicle exhaust gases, “Eco-test”, must be performed in line with federal and cantonal rulebooks on registration technical inspection of cars (Official Gazette of BiH, No 13/07; Official Gazette of FBiH No. 102/16). There is a moratorium period until January 1, 2020, and cars that do not meet the standard can still pass the test until this date. Ban on import of old Importing of cars that do not meet Euro 4 standard is not permitted, and this is upgraded to vehicles Euro 5 from May 2019. Register (cadastre) of air Following the obligation of Article 26 of the Law on Air Protection of the Federation of BiH, emissions Sarajevo Canton maintains the Register of Air Emissions for the area of the Sarajevo Canton.

Environmental Ambient air quality monitoring has been implemented by the Federal Institute of monitoring Hydrometeorology and the Cantonal Institute of Public Health. Plan of intervention In accordance with the decision (Official Gazette of Sarajevo Canton No.4/17), emergency measures in the cases of measures are taken in the case that a serious pollution episode is expected. There are three excessive air pollution in steps, i.e., preparation, warning, and alarm. Measures include, but not limited to, the the prohibition of car movements, issuing of warnings to limit the release of air pollutants, etc. In Sarajevo Canton the alarm stage, the maximum increase in the capacity of non-polluting public transport vehicles (trolleybuses and trams) is expected. Apparently, not all measures in the plan are being used, but warnings, ban on old vehicles (Euro 1 for gasoline and Euro 3 for diesel), and alternating driving days based on plate number and Eco-test have been implemented. Public transport Trams, trolley and public buses are available in Sarajevo, but there are many issues with the current level of the services. See Chapters 4 and 5 above for details. Source: JICA Study Team based on Air Quality in the Sarajevo Canton (2013) and other documents.

Despite these efforts, the current countermeasures are not comprehensive, effective and/or stringent enough to significantly curb emissions from the traffic sector. For example, the registration of vehicles based on eco-test is still in a moratorium period, and the ban on import of old vehicles is challenging as the conditions in BiH, e.g., fuel quality, are not the same as those in Western European countries. The situation is similar in the pollution control in other sectors, such as reduction of emission from domestic heating, which requires improvement of thermal insulation and conversion of fuel (e.g., coal/wood to CNG, pellet or electricity), if possible. These measures can incur significant cost to people, and their implementation requires a stronger political will and endorsement by the local citizens.

Planned Countermeasures In line with the Law on Environmental Protection of the Federation of BiH ("Official Gazette of FBiH" No. 33/03 and 38/09), the SC government has developed the KEAP in 2017. Based on the assessment of the environmental issues and priorities, the plan laid out rather comprehensive environmental action plans in the areas of water, air, land, waste, and related policies. The action plan for air quality management prescribes three strategic goals and related operational objectives, as listed below:

・ Strategic Goal 1. Limitation of sulfur dioxide and dust emissions: - Operational Objective 1.1. Reducing the emissions of sulfur dioxide and particulate matter from small furnaces - Operational Objective 1.2. Reduction of air pollution from industrial-technological plants - Operational Objective 1.3. Reducing air pollution from traffic - Operational Objective 1.4. Reduction of emissions of black fume-particles

・ Strategic Goal 2. Air quality management:

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- Operational Objective 2.1. Air quality planning - Operational Objective 2.2. Continued monitoring of air quality - Operational Objective 2.3. Development, modernization of traffic infrastructure with respect to environmental norms - Operational Objective 2.4. Establishing continuous noise monitoring

・ Strategic Goal 3. Enhancing the use of energy: - Operational Objective 3.1. Preparation of planning documents - Operational Objective 3.2. Increasing energy efficiency - Operational Objective 3.3. Encouraging the use of renewable energy sources The action plans related to the reduction of emissions from the traffic sector are summarized in Table 5.6.2. Action 3.1.3.3 “Implementation of measures from the Transport Strategy with new public transport system concept in Sarajevo Canton” refers to the expected contribution of the forthcoming JICA-funded project.

Table 5.6.2: Planned Countermeasures in the Cantonal Environmental Protection Plan of SC No. Action Implementing Organization Period Strategic Goal 1. Limiting sulfur dioxide and dust emissions Operational Objective 1.3. Reduction of air pollution from traffic 3.1.3.1. Development of project and technical documentation (main SC Ministry of Traffic 2018-2019 detailed design) for the reconstruction of tramway rails in SC SC Road Directorate SC Ministry of Spatial Planning, Construction and Environmental Protection GRAS 3.1.3.2. Development of project and technical documentation (main SC Ministry of Traffic 2018-2019 detailed design) for the reconstruction of trolleybus SC Road Directorate infrastructure in the City of Sarajevo-Vogosca in SC Ministry of Spatial Planning, Construction and Environment of SC GRAS 3.1.3.3. Implementation of measures from the Transport Strategy with Ministry of Traffic of SC 2019-2022 new SC public transportation concept (analysis of transport Road Directorate of SC needs and demand until 2030 which is planned to be SC Ministry of Spatial Planning, developed in the period of June 2017-June 2019 as part of Construction and Environmental technical cooperation with JICA) for alternative modes of Protection transportation and pedestrians 3.1.3.4. Preparation of project and technical documentation to install SC Ministry of Traffic 2019-2020 CNG gas-filling stations for public transportation vehicles SC Road Directorate SC Ministry of Spatial Plan, Construction and Environment GRAS Operational Objective 1.4. Reduction of black smoke particles emission 3.1.4.1. A strict application of legal framework regulating traffic, in BiH Ministry of Traffic and 2017-2022 particular, the technical roadworthiness Communication and exhaust gases emission control FBiH Ministry of Traffic and Communication SC Ministry of Interior SC Ministry of Traffic SC Ministry of Spatial Planning, Construction and Environment Federal Administration for Inspection Affairs Cantonal Administration for Inspection Affairs (KuzIP)

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Operational Objective 2.3. Development, modernization of traffic infrastructure in compliance with ecological norms 3.2.3.1. Renewal of fleet for public transportation of passengers in SC SC Ministry of Traffic 2017-2019 – procurement of buses (10 single + 10 CNG-powered SC Ministry of Spatial Planning, articulated buses) Construction and Environment GRAS 3.2.3.2. Conversion of vehicles, buses, particularly those used in SC Ministry of Traffic 2018 -2022 public transportation, used by public companies and SC Ministry of Spatial Planning, institutions using natural gas or biogas Construction and Environment GRAS, Centrotrans, KJKP and other public companies and institutions 3.2.3.3. Establishment of Traffic Supervision and Regulation Centre SC Ministry of Traffic 2017-2018 SC Ministry of Interior SC Ministry of Spatial Planning, Construction and Environment SC Road Directorate JP Autoceste FBIH JP Ceste FBIH -Introduction of ITS and automatic traffic management in SC 2018 -Automatic management of traffic light system in SC 2017 3.2.3.4. Preparation of Road Network Development Strategy in SC SC Ministry of Traffic 2018 SC Ministry of Spatial Planning, Construction and Environment ZzJZ KS 3.2.3.5. Preparation of Study for the Introduction of Electric Charging SC Ministry of Traffic 2019-2022 Stations in SC SC Ministry of Spatial Planning, Construction and Environment Municipalities 3.2.3.6. EKO Driving Project SC Ministry of Spatial Planning, 2018-2022 Construction and Environment SC Ministry of Education, Science, and Youth SC Ministry of Traffic Public companies and institutions Source: Sarajevo Canton, Cantonal Environmental Protection Plan (KEAP), 2017.

These action plans appeared to be in line with the “Framework Transport Strategy of Bosnia and Herzegovina for the period 2016–2030”13, which set out the following actions: the harmonization of EIA legislation with EU standards; monitoring polluting emissions from the transport sector; enhancing modal shift for passenger and freight transport; harmonization with EU standards on vehicle emissions (cars and heavy vehicles); and reducing the average age of vehicles (UNECE, 201814). Overall, KEAP (2017) is a good starting point for improving air quality in Sarajevo including controlling emissions from the transport sector. KEAP is currently being revised as part of the Green City project funded by EBRD, and a new set of action plans become available within a year. See Section 2.3.4 for the Green City Project.

Air Pollution Reduction Effect of CNG Bus Introduction As shown in Item 3.2.3.1 of the action plans for air pollution reduction from the transportation sector in Table 5.6.2 introduction of CNG bus is being considered for air pollution reduction. The number of CNG buses existing in Sarajevo Canton is 27 vehicles, which occupies 25.7 % of the 105 large buses operated by GRAS. The air pollution reduction effect in case the existing buses are replaced with CNG buses is estimated.

As shown in 5.3 Ambient Air Quality, concentrations of NO2 and PM10 increase in winter in Sarajevo. As shown in Table 5.4.1, NOx load in the transport sector is 83 %, which is higher than other sectors.

13 BiH, Framework Transport Strategy of Bosnia and Herzegovina for the Period of 2016-2030, 2016. 14 UNECE, Third Environmental Performance Reviews BiH, 2018.

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Therefore, the reduction effect of NOx and PM10 is estimated in the following study. In addition, the reduction effect of CO2 affecting global warming is confirmed.

NOx, PM10 and CO2 emissions from diesel buses are calculated using the following formula: Emission = basic unit of diesel vehicle emission factor x vehicle-km

The basic unit of diesel vehicle emission factor is the basic unit of NOx, PM10 and CO2 emission factor of each vehicle type shown in Table 5.6.3.

Table 5.6.3: Basic Unit of NOx, PM10 and CO2 Emission Factor Vehicle Type Emission Factor (Fuel Consumption) Urban Buses Standard NOx 9.380(g/km) (Euro III - 2000) PM10* 0.2070(g/km) CO2 1,224 (g/km) Urban CNG Buses NOx 2.500(g/km) (Enhanced Environment Vehicle) PM10* 0.0050(g/km) CO2 1,308(g/km) Note: * = Since particulate matter emitted from the transport sector is generally small in size, PM10 = PM2.5 was assumed based on EMP / EEA guidelines. According to a survey in Slovenia that compares the CO2 emissions of the Euro III bus and the latest CNG bus, CO2 emissions were 1,249g/km for the EURO III diesel bus and 1,224g/km for the EURO V CNG bus (Oprešnik et al. (2018)). Source: NOx, PM10: EMEP/EEA Air Pollutant Emission Inventory Guidebook 2016 – Updated Jul. 2018 CO2: Transit Bus Emission Study: Comparison of Emissions from Diesel and Natural Gas Buses 2004 The vehicle-km is calculated using the length of each bus route and the number of operations. It was assumed that Centrotrans introduced CNG buses at the same rate (25.7 %) as GRAS. Table 5.6.4 shows the estimation results of the reduction effect in the case of replacing buses in Sarajevo with CNG buses.

The introduction of the CNG bus is expected to reduce 65.7 tonnes of NOx and 1.9 tonnes of PM10.

The PM10 pollution load by FHMZ in Table 5.4.3 shows that the bus load is as low as 3 %. The fact that black smoke does not come out from the bus can be used in various situations as an external PR material. Regarding CO2, CNG bus emissions were not significantly different from diesel.

Table 5.6.4: Estimation Result of CNG Bus Introduction Effect Current Status All CNG Buses Introduction Effect (per day) (per day) (per year) Emission Emission Reduction Volume Volume Volume Urban Buses Standard NOx 245,321 g 0 g - (Euro III - 2000) PM10 5,414 g 0 g - CO2 32,012 kg 0 g - Urban CNG Buses NOx 22,616 g 88,000 g - (Enhanced Environment Vehicle) PM10 45 g 176 g - CO2 11,832 kg 46,041 kg - NOx 267,937 g 87,999 g 65.7 tonnes Total PM10 5,459 g 176 g 1.9 tonnes CO2 43,844 kg 46,041 kg -801.9 tonnes Source: JICA Study Team

Table 5.6.5 shows the result of calculating the ratio of the introduction effect of CNG bus to the emissions of all sectors in Sarajevo Canton shown in Table 5.4.1. Even if a strict comparison is not possible, the most effective NOx reduction rate is as low as 1.85 %. The comparison result reveals that only renewing the public transportation is not enough to improve the air pollution problem in SC.

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Table 5.6.5: Estimation Result of CNG Bus Introduction Effect Emissions of Different Percentage of CNG Bus Pollutants from the Total CNG Bus Introduction Effect Introduction Effect on the Sector in Sarajevo Canton (tonne per year) Total Sector (tonne per year) NOx 3,554 65.9 1.85% PM10 2,544 1.9 0.08% CO2 1,765,611 -801.9 -0.05% Source: calculated by JICA Study Team based on Sarajevo Canton, Cantonal Environmental Protection Plan, 2017

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Issue Analysis of Public Transportation in Sarajevo Canton

Issues of Public Transportation in Sarajevo Canton

This section brings out the various issues contained in Chapter descriptions. Chapter 2 - The current plans and policies on public transport. Chapter 3 - Traffic situation. Chapter 4 - Analysis of public transport services in SC. Chapter 5 - Environmental impacts of transport sector. These issues are classified into 6 major groups (i.e. public transport policy, facility plan, business operation, operation management, vehicles and maintenance, convenience of public transportation). The 15 subgroups are shown in Table 6.1.1.

Table 6.1.1: Summary of Issues of Public Transportation in Sarajevo Canton Major Group Sub Group Issues Stakeholder SC, Municipality, Traffic Establishment of a venue for consensus-building police, Road administrator SC, Municipality, Traffic Formulation of public transport policy General Public police, Road administrator Transport Policy Acquisition and utilization of public transport SC, GRAS, Centrotrans passenger data Public Transport Unification of different fare systems among operators SC Policy Introduction of subsidy system by government SC Public Optimization of operation plan SC, GRAS, Centrotrans Transportation Networking of public transport hubs SC, GRAS, Centrotrans Planning and Regulation Coverage of blank area for public transport service SC, GRAS, Centrotrans Control of illegal parking RAD, Traffic police Parking Policy Standardization of parking regulation SC, Municipality Formulation of operational rule for terminal SC, GRAS, Centrotrans Reorganization of lines GRAS, Centrotrans Terminal Integration of terminals SC, GRAS, Centrotrans Information provision at terminal SC, GRAS, Centrotrans Facility Plan Development of new bus vehicle base GRAS, Centrotrans Tram Station and Improvement of convenience SC, GRAS, Centrotrans Bus Stop Tram Track Improvement of tram speed SC, GRAS Securing young employees GRAS Establishment of efficient vehicle maintenance GRAS system Labors Business Revision of work shift GRAS Operation Improvement of operational efficiency GRAS Appropriate arrangement of personnel GRAS Improvement of chronic deficit of GRAS GRAS Finance Decrease in financial expenses GRAS Transport Increase of transport capacity SC, GRAS, Centrotrans Capacity Improvement of average speed Operation Fare Collection Introduction of IC card SC, GRAS, Centrotrans Management System Prevention of leakage of fare collection CNC Bus Efficient operation of CNG bus GRAS、Centrotrans Vehicles Renewal of vehicle GRAS Maintenance parts Securing parts necessary for maintenance GRAS Tram Capacity Increase of tram vehicle capacity GRAS Vehicles and Introduction of vehicles conforming to emission Maintenance Emission Standard GRAS、Centrotrans standards Vehicle Establishment of vehicle maintenance system GRAS Maintenance

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Information Provision of easy-to-understand information SC, GRAS, Centrotrans Convenience of Provision Public Parking policy linked with promotion of public SC, Municipality, GRAS、 Transportation Modal Shift transportation Centrotrans Parking fee setting to promote modal shift SC Source: JICA Study Team The individual issues classified by group are detailed below.

Issues of Public Transport Policy

Issues of General Public Transport Policy

Establishment of Venue for Consensus building The consensus among organizations in SC related to public transport system is not formulated efficiently due to the lack of the opportunity to exchange their opinions. To formulate their consensus, establishment of public transport joint committee is needed.

Formulation of Public Transport Policy

There is no public transportation master plan in SC. The Ministry of Traffic of SC decides on public transport service levels such as operation route, frequency etc.; however actual service levels are lower. In order to improve such a situation, formulation of public transport policy that stipulates such items as listed below, for example, are required.  Public transport network  Route reorganization  Service density  Fare system and Subsidy system

Acquisition and Utilization of Public Transport Passenger Data for Appropriate Route Planning Due to limitation of number of staff, budget constraint, etc., it is still difficult for the Ministry of Traffic to monitor the operating status of each bus operator. The ministry cannot make a comprehensive plan since the quantitative data such as passenger demand is not available. On the other hand, bus operators do not maintain or improve the level of services. In neighboring countries, the task demarcation between regulators (usually government authority) and operators is clearly identified. In comparison, there is a lack of staff capacity of the Ministry of Traffic. In order to formulate public transport policies and make appropriate route plans, it is essential to obtain quantitative traffic data such as number of passengers on each line.

Unification of Different Fare Systems among Operators GRAS fare for one way is BAM1.6 which is approved by SC. On the other hand, Centrotrans fare is BAM1.5 which is proposed by themselves following requirements of SC. It is necessary to make the same fare system which are currently different by the operators.

Introduction of Subsidy System by Government Most of the minibus lines covering hilly residential area are not profitable according to the observation of JICA Study Team. GRAS relies on the cross subsidy from SC since there is no deficit-covering system. It is necessary to introduce a defined subsidy system by the government.

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Issues of Public Transport Planning and Regulation

Optimization of Operational Plan The Ministry of Traffic of Sarajevo Canton has a role to decide the operational plan of each public transportation route. But it was found that there was a difference between the planned operation and the actual operation from the results of this survey. Review of operation level and business planning based on monitoring of actual operation is important.

Networking of Public Transport Hubs There is no minibus line connecting the tram line and the trolleybus line. The connection between the main and branch lines at the main transport hub is not sufficient. Networking of major traffic nodes by developing transport hubs will be quite useful to improve the level of services and to attract to citizens to shift transport mode.

Coverage of Blank Area for Public Transport Services There are inconvenient areas of public transport services especially in hilly residential areas. It is necessary to provide flexible route networks that can match the development trend of urban planning including hilly residential areas.

Issues of Parking Policy As a result of visual inspection in this study, on-street parking vehicles did not obstruct traffic. However, the following issues are recognized in considering the utilization of parking policy as operation of a fair parking system and tool of future traffic management.

Control of Illegal Parking Almost 33% of on-street parking users park illegally without paying for parking in the central area of the city of Sarajevo. In addition, illegal parking vehicles exist on street that are not designated as parking lots. The major reasons are that the penalty for illegal parking is as low as BAM 20 and the enforcement system to control illegal parking has not been formulated. It is necessary to reduce the illegal parking by raising penalty and establishing strict enforcement system.

Standardization of Parking Regulation The laws and regulations of parking lots are different between FBiH and SC, and there is no standard policy on parking maintenance and illegal parking control between SC and municipalities. The irregular situation caused to objections from municipalities, for example, one of municipalities have filed lawsuits for placing parking lots and parking fees under the jurisdiction of each municipality. It is necessary to unify and standardize the parking laws and regulations between FBiH and SC in order to integrate the parking and public transport policies.

Issues of Facility Plan

Issues of Terminal

Formulation of Operational Rule for Terminal The current unregulated operation of vehicles (buses, private vehicles and taxi) at the terminals causes a dangerous traffic situation such that terminal users and vehicles crossover at the terminal

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(Sutjeska, Dom Armije, Baščaršija, Ilidža). It is necessary to formulate an operational rule for the terminal.

Reorganization of Lines Trg Austrije (No. 63 line, 1.9 km) and Baščaršija (No. 51 line, No. 58 line, approx. 2 km or less) have the short operating lines. The utilization of the terminal is not optimized and the operation is not efficient. Željeznička Stanica is located apart more than 1 km from the new and old town. Therefore, it is necessary to consider the bus that ends at this terminal to enter the town areas. Ekonomska škola bus stop is located near the Pofalići Tram Stop and 3 minibuses depart and arrive here. For this, the tram from the Pofalići Tram Stop to the city area is very crowded especially during peak hours. It is necessary to consider entering the old town area by minibus. From the point of the operation efficiency, it is necessary to adjust the number of buses using the hub by integrating the transportation hubs and by restructuring the lines.

Integration of Terminals There are inconvenient terminals in SC such as no line connecting Sutjeska, Park and Skenderij, and transfer between public transport and intercity bus are not adjusted in Željeznička Stanica. In addition, Otoka bus stop is located apart 200m from the nearest tram station. It is necessary to adjust the number of buses at the terminal for operation efficiency and user convenience by integrating the hubs and reorganizing the lines.

Information Provision at Terminal Although many buses arrive and depart, there is no guidance for each platform and it is not convenient. There are no information signs, timetables, route maps for transfer (Ilidža, Dobrinja and Vogošća). It is necessary to provide information for transfer at terminal.

Development of New Bus Vehicle Base There are many buses in Ilidža, Dobrinja and Vogošća. It is proposed to build new bus vehicle base (sales offices with operation management functions and garages that manage employee attendance at the site) in order to shorten the distance for out-of-service bus.

Issues of Tram Station and Bus Stop It is necessary to provide roofs, benches and necessary system information at tram stations and bus stops. Since the installation and management of bus stops are implemented by the road administrator, cooperation and role demarcation between the road administrator and the public transport operators are indispensable for improving the quality of bus stops.

Issues of Tram Track The tram track even in the dedicated track section is not properly maintained well. Existing drainage condition is not in good condition because of the non-functional ballast, which causes the low speed as 15 km/h and uncomfortable swinging on the tram. Since the slower speed compared with automobiles leads to a decrease of competitiveness of public transportation, it is necessary to improve the tram speed. Track repair by EBRD will be implemented, but it is necessary to establish a sustainable track maintenance system after the repair.

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Issues of Business Operation

Issues of Labors

Securing Young Employees Both staffs and drivers are on the decline and aging. GRAS needs to secure young employees.

Establishment of Efficient Vehicle Maintenance System GRAS has introduced many secondhand fleets which are different types from various countries. Therefore, maintenance of fleets is inefficiency and so many staff are assigned to the vehicle maintenance department. GRAS needs to formulate an efficient vehicle maintenance system.

Revision of Work Shift to improve operational efficiency In the case of GRAS, there are 2.3 drivers per tram, 2.6 drivers per trolleybus, 2.5 drivers per bus, and 2.6 drivers per minibus. In the case of Centrotrans, there are 1.8 drivers per bus and 2.0 drivers per minibus in turn, which is more efficient than GRAS. In the case of Japan, there are 1.3 to 1.5 drivers per bus, which is more efficient work shift than Centrotrans. It is necessary to reduce labor costs by reviewing the work system with reference to such Japanese cases.

Improvement of Operational Efficiency The average operating time of Centrotrans bus exceed 8 hours and it is much longer than Japan. The average operating time of GRAS vehicles is less than 6 hours and that of Centrotrans minibuses is 4 hours and 15 minutes. A short operating time means that drivers spend a long waiting time. It is necessary to review the work system and improve the operation efficiently.

Increase in Productivity by Appropriate Arrangement of Personnel The number of employees engaged in the direct department including the maintenance and inspection is 1,170. On the other hand, employees engaged in the indirect department such as a head office staff is approximately 200 which occupies 15 % of all employees in GRAS. The ratio of the staff in indirect department is higher compared with Japan (10 %). Productivity increase through the appropriate arrangement of personnel in the indirect department.

Issues of Finance

Necessity of improvement of chronic deficit of GRAS It is necessary to secure 10 % margin of EBITDA which is the standard value for the Japanese transportation industry.

Necessity of decrease in financial expenses which is increasing year by year It is necessary to reduce financial liabilities which is increasing year by year. In addition, debt of unpaid salary needs to be cleared immediately.

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Issues of Operation Management

Issues of Transport Capacity

Increase of Transport Capacity The transportation capacity in the whole of Sarajevo urban area still need to be enlarged to absorb the transport demand of citizens. It is necessary to improve the transportation capacity through the efficient utilization of the limited number of vehicles, such as by studying the entry of feeder routes into the city center. Since the number of vehicles is insufficient for minibuses, it is necessary to increase the number of buses. Some minibus routes in urban areas can be operated by bus. It is necessary to improve transportation capacity and efficiency by exchanging from minibus to bus.

Improvement of Average Speed The number of trips is limited since the average speed of tram and trolleybus is less than 15 km/h. It is necessary to improve the average speed in order to enhance the transport capacity by increasing the number of trips. For the tram, it is necessary to increase the operation speed to an average of 30 km/h on the dedicated track section such as west of Marijin dvor. Therefore, it is necessary to improve the track, the signal control system for prioritizing public transportation. In addition, new vehicles should be purchased to improve tram performance. The road capacity in the westward direction from the trolleybus station Skenderija is wide enough (2 lanes on each side). Further speed up is required in the future, such as constructing a bus exclusive lane and installing public transportation priority signals.

Issues of Fare Collection System

Introduction of IC card IC card systems have already been introduced on the bus by Sarajevo Canton. However, GRAS and Centrotrans which have the same standard and issue sources cannot be commonly used, and IC bus readers are not installed on all buses, so convenience is poor. In the future, it will be necessary to install the IC card system to all vehicles including trams and trolleybuses.

Prevention of Leakage of Fare Collection

There are several passenger doors on trams and trolleybuses in SC. Tickets can be purchased in advance at a kiosk. As a result, passengers can enter from every door even though they should pass through a ticket gate at a front door. These activities might induce illegal boarding without paying proper fare. Certain measures to prevent illegal boarding should be taken. For instance, it is suggested to assign ticket inspector in every vehicle or to introduce a mechanical ticket collection system.

Efficient Operation of CNG Bus CNG buses is required to be sent to the gas station (round trip:15km) for the gas filling. It is necessary to plan an CNG bus operation that can reduce bus forwarding.

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Issues of Vehicles and Maintenance

Renewal of Vehicles The average age of Tram vehicles is old at around 39 years. Most of the vehicles have already reached the upper limit of their service life. Vehicle renewal is a pressing need. All trolleybuses possessed by GRAS are secondhand vehicles and the average age of vehicles is old at 32 years. Many vehicles have already reached the upper limit of their service life. Vehicle replacement and securement of renewal vehicles is a pressing need considering that the number of trolleybuses is decreasing all over the world. All buses are previously secondhand vehicles. The average age is as high as 17 years for GRAS buses, 16 years for minibuses and 15 years for Centrotrans buses. Many vehicles have already reached the upper limit of their service life. The renewal of vehicle is a pressing need.

Securing Parts Necessary for Maintenance Most of vehicles were obtained as secondhand vehicles through grant aid from other donors, and there is great difficulty in procurement of parts for maintenance due to the different types of the parts among the current own vehicles. It is necessary improve the operation and maintenance process with sustainable parts procurement policy. Securing the parts to provide continuous maintenance thereafter is a requirement considering that production of trolleybus is being cutback all over the world.

Increase of Tram Vehicle Capacity There are more two-section articulated trams than three-section ones among the vehicles in possession by GRAS. There is a need to secure more three-section articulated trams, or those with equal or greater seating capacities to reinforce the transportation capacity.

Introduction of Vehicles Conforming to Emission Standards The vehicles that are below standard may become inoperable if emission standards for diesel vehicle are tightened in the future. There are 60 GRAS buses (57 %), 6 GRAS minibuses (38 %), and 17 Centrotrans buses (40 %) that do not meet the emission standards for diesel vehicles. Therefore, it is necessary to replace the vehicles with new ones that conform to emission standards.

Issues of Vehicle Maintenance

Establishment of Vehicle Maintenance System The maintenance of vehicles is undertaken by GRAS. However, its work ability is not efficient. Outsourcing of the maintenance within the realm of practicality is an issue to be considered.

Issues of Convenience of Public Transportation

Information Provision There is quite limited information for timetables and route maps to transfer at bus stops or terminals. The route number is not displayed on some buses, which is inconvenient for passengers. It is necessary to provide more user-friendly environment where public transportation users can easily obtain operation information before and during travel.

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JICA Study Team observed that a timetable on the GRAS website was found to be different from the actual operation. It contains information that is different from other websites such as Google Map and Moovit that are generally accessible by users. It is necessary to provide accurate information that is easy for users to find their right ways and directions.

Modal Shift

Parking Policy Linked with Promotion of Public Transportation Public transportation in the suburbs is not convenient due to low accessibility from the parking lots to the terminal. The development of parking lots near terminals in the suburbs is necessary to promote modal shift for from private vehicle usage. The park and ride system introduced in Belgrade might be applicable to the suburban parking lot free of charge. Therefore, it is thought that it is possible to shift from passenger car to bus with less burden. With reference to such cases, it is necessary to consider a parking policy for promoting the use of public transport.

Parking Fee Setting to Promote Modal Shift As the long term measure, encouraging a modal shift from passenger cars to public transportation, it will be effective to raise the parking fees in the center of Sarajevo, especially monthly tickets, and forcing a burden on passenger car users.

Interrelationship of Issues on Public Transportation

Figure 6.2.1 shows the relationship of the issues on public transportation in SC. Each issue is classified by issue topics in colors. The difficulty of parts management for maintenance reduces vehicle maintenance efficiency and availability vehicle rate. These issues cause the increase of employees in maintenance department and decline of GRAS transport capacity. It is difficult to operate at high speeds due to the poor condition of tram track and the decrease in the number of drivers also leads to decline of GRAS transport capacity. The inefficient work system, the loss of out-service, increase employees for the vehicle maintenance and large financial cost lead to cost increase. In addition, the deterioration of service level of public transportation (e.g., the deviation between the planed operation and actual operation, the lower speed than passenger vehicle and lack of information provision about timetables route maps for transfer, the ineffective connection between branch line and main line etc.) can decrease the number of users of public transportation. The decrease of users of public transportation, deficit routes and lead to a decline in operation revenue. As mentioned above, GRAS is in a vicious circle of issues

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Condition of tram track is poor Diverse used vehicles made in other countries There is a large Two drivers or more per financial cost vehicle in each mode Difficult to drive high speed There are various parts required for maintenance High interest on Work system that requires Difficult to purchase and manage parts late payment due more fixed labor costs Public Limited the to tax and transportation is number of daily Reduced maintenance efficiency and available rate payment less competitive operations delinquency There is only one depot because Tram is for each bus and minibus slower than a car Available rate is as low There are a lot of Formulated a plan as 70% employees for the that does not vehicle maintenance Loss of out-of-service has reflect the actual Trams cannot be occurred operation situation increased by stamping machine of production There is an extra labor Cost increase end. cost

Deviation between Both employees operation plan and GRAS transport capacity declines and drivers are actual operation decreasing, and Deterioration of convenience the aging is progressing Lack of information provision Decrease in public transportation users Reduced The profitability of employees and branch lines areas There are Increase in car usage rate new hires is poor passenger who ride without paying Popularization of Red line exists automobiles Deterioration of atmospheric environment Deteriorating operation revenue Deterioration of income and expenditure

Environment Issue Topics Terminal Labors Vehicles

External factors General public transport policy Tram station and bus stop Finance Maintenance parts

Public transportation planning Tram Track Transport capacity Vehicle Maintenance

Source: JICA Study Team Figure 6.2.1: Interrelationship of Issues on Public Transportation

Proposal of Countermeasures for the Issues

Vision for Improvement of Public Transportation in Sarajevo Canton As mentioned in the section of 6.2, the issue of Sarajevo Canton public transport is the cause of a vicious cycle for GRAS, which has led to the deterioration of GRAS management. In the transportation industry in Japan, it is common to secure an EBITDA (operating balance before depreciation) margin (ratio to revenue) of 10 %. However, GRAS has deficit in operating revenue and does not have a sustainable operation system. Therefore, it is most important to build a sustainable operation system to improve public transportation in Sarajevo Canton. In particular, GRAS operates tram and trolley buses that are main public transportation. Therefore, GRAS's sustainable management is indispensable for improving these operating systems. In addition, the bus route operated by Centrotrans is only active when there is a network with the main public transportation such as tram and trolley bus. For this reason, Sarajevo Canton shall first focus on converting GRAS to have sustainable management. For GRAS to continue sustainable operation, it is a major premise to make EBITDA positive. Three targets for the achievement of the above vision are described below.

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Passenger Increase It is necessary to regain the level of transport capacity in 2011 and increase the number of passengers. This is because the most profitable year in recent years was 2011. The number of actual vehicles was the highest in 2011. There is a correlation between passenger revenue and transportation capacity, and the lack of transportation capacity during peak hours has become apparent. Therefore, it is necessary to improve transportation capacity levels and increase passengers.

Productivity Increase It is necessary to improve productivity through the appropriate allocation of GRAS personnel, the relocation of sales offices, and the construction of appropriate public transportation networks and operation systems based on demand surveys.

Revenue Increase It is necessary to improve an appropriate fare system, subsidy system for stable management. In addition, increase of fare collection rate is necessary for revenue increase.

Proposal of Countermeasures for Vision Achievement Figure 6.3.1 shows the targets and approaches for improving public transport as described above. In the first target “Passenger Increase”, “Enhancement of transport capacity for securing 2011 level demand” by GRAS and “Vehicle replacement and infrastructure enhancement” by SC and “Promotion of modal shift” by stakeholder are listed as approaches. In the second target “Productivity Increase”, “Human resource management” by GRAS and “Development of appropriate public transportation network using demand survey” by SC are listed as approaches. In the third target “Revenue Increase”, “Increase in fare collection rate” by GRAS and “Improvement of fare system and subsidy” by SC are listed as approaches. In addition, “Reduction of debt in GRAS” and “Establishment of public transport joint committee” by SC are listed as approaches.

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Target Approaches

GRAS-1: Enhancement of transport capacity for securing 2011 (1) level demand Passenger GRAS-2: Human resource management increase by 40% GRAS-3: Increase in fare collection rate

Sarajevo Canton-1: Development of appropriate public (2) transportation network using demand survey Productivity Sarajevo Canton-2: Improvement of fare system and subsidy increase by system 20% Sarajevo Canton-3: Vehicle replacement and infrastructure enhancement Sarajevo Canton-4: Reduction of debt in GRAS (3) Sarajevo Canton-5: Establishment of public transport joint Revenues committee increase 40% Stakeholder-1: Promotion of Modal Shift

Source: JICA Study Team Figure 6.3.1: Relationship of Issues on Public Transportation

Each countermeasure is described in detail below.

Responsibility of GRAS for Vision Achievement

Enhancement of Transport Capacity for Securing 2011 Level Demand Table 6.3.1 shows the trends of the amount of passenger income and available vehicles in GRAS. The passenger income in 2018 decreased by 35 %. The number of available vehicles in GRAS also decreased by 42 % from 2011. The two results are related to positive correlation. The number of passengers of public transportation decreased significantly from 300,000 persons/day to 220,000 persons/day from 2011 to 2018. It is necessary to return 300,000 persons/day again to secure an EBIT margin of 10 %.

Table 6.3.1: Trend of Income and Vehicle 2011 2014 2016 2018 2018 / 2011 Passenger Income (Million BAM） 41.6 30.5 28.0 27.1 65% Tram 78 37 36 38 49% Trolleybus 34 19 23 18 53% Available Vehicle Bus 77 40 54 60 78% Minibus 30 24 19 10 33% Total 219 120 132 126 58% Source: provided by GRAS

Human Resource Management Relocation of GRAS employees and capacity building related to vehicle and track maintenance are countermeasures for productivity improvement. Relocation of GRAS employees from indirect department to direct department is one of the countermeasures for productivity improvement.

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The inefficient maintenance of vehicles causes the increase of employees in maintenance department. Capacity building vehicle and track maintenance is one of the countermeasures for efficient maintenance system in GRAS and improving the productivity. In addition, it is necessary to clearly indicate in the specifications that extra parts will be procured at the time of vehicle procurement so that spare parts will not be in shortage. In Japan, when excess staff occurres in transportation sector due to the development of labor saving technologies such as one-man operation, the Japanese companies have relocated them to a second business to increase revenue (e.g. commerce, distribution industry, real estate industry, travel industry etc.). The diversification of business according to the case of Japan is one of the countermeasures to increase the revenue in GRAS.

Increase Income by Relocation < Increase in Fare Collection Rate due to Relocation of GRAS Employees> Many human resources are devoted to inspector or ticket inspection. However, the fare collection by the inspectors is not strict (e.g., some passengers get off the tram when the inspectors get on). It is effective to collect fare by conductor according to Japan’s experience. It is necessary to consider relocation from inspector to conductor.

Efficient Operation through Relocation Depots There are some bus lines that have a very short driving distance of operational vehicles in service. It is considered that forwarding operation without fare revenue from depot is influential. It is necessary to group the origin and destination points of operation by area, and to consider the division and relocation of depots as follow,

・ Feeder routes starting from the tram stop in the eastern part of the old town.

・ The routes that start from the Vogošća area and go to the city center or tram stop.

・ The routes starting from Ilidža and Dobrinja. The target is to secure an actual operating vehicle rate of 85% or more by considering the relocation of depots for each of these three groups.

Responsibility of Sarajevo Canton Government for Vision Achievement

Development of Appropriate Public Transportation Network Using Demand Survey To formulate an appropriate operational plan of public transportation reflecting passenger demand, the demand and supply of public transportation should be grasped based on the demand survey below. The traffic indicators such as “passenger-kms” “transport density” “number of passengers per vehicle” “average km per passenger” are calculated to obtain the passenger demand by conducting passenger boarding and alighting survey on all routes of GRAS and Centrotrans. < Passenger Survey at Major Points>

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The traffic demand survey should be conducted to obtain the passenger load factor on public transportation and operation frequency at the main tram stations and bus stops. The survey results should be analyzed for the efficient transport capacity. A sample OD survey should be conducted through a personal interview with passengers on boarding and exiting stops. The survey location is targeted at tram stations and bus stops or in the vehicle. The OD data will be combined with passenger demand survey and estimated. OD survey for all lines of public transportation will be conducted to revise unprofitable operation routes. In the future, a permanent implementation of OD survey using IC cards on public transportation should be considered. The traffic data of public transportation should be used to determine the service level such as operation frequency, subsidy system and the fare in addition to formulation of public transport network and sustainable operation plan of operators.

Improvement of Fare System and Subsidy System Fare system and subsidy system for financial stabilization should be reviewed. If GRAS is a public benefit company that operates independently based on profits, a fare system based on reasonable costs is required. It is necessary to grasp the demand characteristics (number of passengers per vehicle, average of kilometer per passenger, transport density) based on the passenger km as well as the number of passengers. It is necessary to recognize not only the cost per km that is an indicator on the operator side, but also the cost per person that takes into account the user's perspective and aim for a fare system with fairness. The target is to increase the fares per km per person for securing an EBITDA margin. In order to introduce a fare system according to distance that takes fairness into consideration, it is necessary to consider the structure of demand and the method of fare collection. Concerning the fare, it is necessary to form a consensus at the public transportation joint committee and aim for a unified fare system of GRAS and Centrotrans. In this sample survey, the number of passengers at the bus stop can be ascertained, but it is not possible to know from which bus stop to which stop each user used (OD data). For this reason, the average passenger km is currently calculated, but it is not possible to grasp the variation. Considering that point, the fare system should be designed based on the relationship between the origin passengers and destination passengers. As for the tram and trolley buses, which are the main route, it can be inferred from the shape of the graph on the left in Figure 6.3.2 (Right) that each person's ride km is short and that many users are changing along the way. In such cases, flat-fare system is conceivable However, if there is a large variation in the passenger distance in future surveys (when there is a large number of passengers who ride a long distance from the starting stop to the ending stop), it is necessary to consider the fare system based on flat-fare system (section fare system shown in Figure 6.3.3). Section fare system is to set section boundaries in consideration of convenience and demand, and to determine the fare corresponding to the number of sections. This system is suitable for changing the area of flat fare system to high and low fare (Figure 6.3.3).

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As for buses, especially on the lines connecting the city center and suburbs, the average passenger km of bus is longer than that of trams and trolley buses. The shape of the graph on the right in Figure 6.3.2 suggests that both long-distance users and medium-distance users are riding to the city center. In such cases, distance scale rate fare system can be considered. For minibuses, flat-fare system is conceivable because the route distance is short. In addition, fare discount system will be considered when connecting feeder lines and main route lines. Table 6.3.2 shows the assumed fare system based on the results of the sample survey. When distance scale rate fare system or section fare system are introduced, it is also necessary to consider the fare collection method. For example, there are a method in which a user self-reports a alighting place when boarding a tram or bus (There are cases on some bus lines in Japan), or a method in which an IC card is touched when getting on and off (For example, in the case of Singapore, there is a way to deduct the maximum amount when boarding and refund when alighting. The origin place and destination place are acquired by two touches).

Table 6.3.2: Fare System Assumed from Sample Survey Survey target Lines characteristics Considered fare system lines Number of Passenger Km Transport passengers per Density vehicle Tram #3 High Short High Flat-Fare System or Section Fare System Trolley #103 High Short Mid Flat-Fare System or Section Fare System Autobus #31E Mid Long Mid Distance Scale Rate Fare System or Section Fare System Autobus Mid Long Low Distance Scale Rate Fare System or #21＆22 Section Fare System (Reference) Low Short Low Flat-Fare System Minibus (estimated) (estimated) (estimated) Source: JICA Study Team

Source: JICA Study Team Figure 6.3.2: Lines with Flat-Fare System (Left) and lines with Distance Scale Rate Fare System (Right)

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Source: JICA Study Team Figure 6.3.3: Image of Section Fare System

＜Social Security System＞

Branch lines such as minibus routes are necessary to maintain the main lines. Branch lines should be strategically selected to reduce the inconvenient area for public transportation. In order to maintain the public transport network sustainably, it is necessary to design a defined subsidy system for the provision of public transport services on unprofitable branch lines. In addition, as part of social security, welfare support is provided to vulnerable people by discounting commuter passes. A new subsidy system that achieves both sustainable public transportation and welfare support should be designed.

Vehicle Replacement and Infrastructure Enhancement Large-scale renewal of vehicles and infrastructure is necessary, however GRAS doesn’t have enough money to spare for large-scale new investment. Especially, it is desirable to speed up the current tram to improve public transportation in Sarajevo. It is proposed to improve the tram speed to 30 km/h or higher and the transport density to 10,000 or more. Therefore, Sarajevo Canton needs to support using EBRD loan. EBRD project for renewal of vehicles and infrastructures need to be successful.

Reduction of Interest-bearing Debt in GRAS It is difficult to improve management under the current financial condition of GRAS. It is necessary to reduce interest-bearing debt, in order to drastically improve the financial condition. The government is responsible for reducing debt, postponing of paying interest.

Establishment of Public Transport Joint Committee It is recommended to establish a public transport joint committee where Sarajevo Canton and all operators (GRAS, Centrortans) and other related organizations (Table 6.3.3). This committee will be held periodically and discuss the agenda (Table 6.3.4) related to public transportation policy in SC. Especially, in order to realize sustainable public transportation services, the sound management of public transportation operators is necessary. Therefore, a feasible public transportation plan and a fare that can secure appropriate profits must be determined. Public transport joint committee should be prescribed by a law for achieving each related organization duty. The SC should be the secretariat for the committee. It is necessary to indicate the purpose and participants of the committee in public transport law. SC needs to present the survey results and ideas for the discussion on the agendas shown in Table 6.3.4.

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In this committee, discussion based on objective data is desired, and all participants need to make efforts to improve public transportation in SC while respecting each other's position.

Table 6.3.3: Members of Public Transportation Joint Committee Member Regulator Sarajevo Canton, municipality, traffic police, road administrator Operators Gras, Centrotrans, taxi association Public transportation user Local resident representatives, publicly offering Labor union of operator Labor union representatives of Gras and Centrotrans Academic experts Experts in transportation economics and urban engineering Source: JICA Study Team Table 6.3.4: Agenda of Public Transportation Joint Committee Agend Public transport network Location of depots and traffic nodes for efficient operation Route reorganization Position of trunk lines and branch lines Standards of public transport coverage for eliminating areas where Service density public transportation is not provided Fare system and Subsidy system Fare system including subsidies to match the business balance Source: JICA Study Team There are three existing commission related to public transportation in SC.

Table 6.3.5: Overview of Existing Commissions

Overview Members Commission for Consider fares and 1.Emir Hota - Ministry of traffic regular service commuter pass 2. Muamer Kukan - Ministy of traffic (price) prices based on 3.Kemo Zilić - Ministy of traffic the Public Utilities 4. Enes Čovrk - IPSA Institute Act 5.Armin Avdić - Economic institute Currently held 10 times, scheduled to be held until the end of 2019 working group by Expert working 1. Boran Pikula, Faculty of Mechanical Engineering, Expert, President SERDA Agency group set up by 2. Azrudin Husika, Faculty of Mechanical Engineering, expert, member ministry of traffic 3. Osman Lindov, Faculty of Traffic and Communications, expert, considering member electric bus 4. Nusret Dreskovic, Faculty of Science, expert, member introduction 5. Šemsudin Mašić, Faculty of Electrical Engineering, expert, member Currently held 15 6. Amela Siber, Expert Consultant for Promotion and Marketing, Member times and will be 7. Mirza Vilic, expert taxi transportation consultant, member held until the end 8. Adnan Bosović, Expert Consultant, Elektroprivreda BiH, Member of 2019 9. Emir Hota, Ministry of Traffic, Member 10. Harun Rizvanbegovic, SERDA, Member working group by Internal working 1.Edin Forto - Prime Minister the SC group to examine 2. Adnan Damage - Minister of Transport the actions 3. Lejla Brcic - Minister of Justice Sarajevo Canton 4. Amel Kovacevic - Minister of Finance should take on 5.Malik Garibija - Minister of Social Policy GRAS management issues

Source: JICA Study Team These existing meetings will be convened temporarily to discuss individual and specific agenda such as fare policy, procurement of new fleets, improvement of GRAS management, etc. and members of each meeting consists of SC officers, engineering consultants and academic experts. Transportation operators and its users (citizens) are not members of the meetings. In particular, the Working Group meeting on GRAS management issues is composed of the Prime Minister of SC,

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the Minister of Traffic, the Minister of Justice, the Minister of Finance, and the Minister of Social Policy. In these meetings, consensus is formed among the government authorities, but any consensus cannot be reached with the operators and users (citizens), which are important members to constitute public transport. Public transportation issues can be solved by the government, service operators, and service users (citizens) discussing based on scientifically collected data and local circumstances. The proposed public transport joint committee is not only for the government, but also for operators and users. The proposed public transport joint committee should include not only the government but also service operators and service users (citizens) as members of the committee, and should have neutral discussions on improving public transport in the SC.

Responsibility of Stakeholders for Vision Achievement

Information Provision for Promotion of Modal Shift The decline in number of passengers suggests that citizens who were traveling in public transportation in the past are now shifting to private cars. Encouraging to use public transportation again, the service of public transportation shall become much low cost than private cars, as well as improving comfortable and convenience of public transport. In the short term, it will be necessary to actively promote modal shifts policies (transportation demand management that reduce inflow to old town and parking in private cars, and Mobility Management). “A public transport use promotion campaign” is proposed as one of measures for mobility management. The campaign should be coordinated with SUMP which is supported by GIZ, and the continuation of this campaign is expected to promote citizens' use of public transport. In addition, Sarajevo should take the lead in disseminating and continuously updating information on public transport route maps and timetables. In particular, information should be transmitted accurately and from the user's standpoint so that public transportation will become more accessible to both citizens and visitors such as tourists. On the other hand, it is also necessary to formulate a parking policy in cooperation with local governments. As shown in the section 3.6.4 in this report, those who commute from the suburbs to the city center are considered to have a high share of cars. “Park-and-ride” using suburban parking lots will be effective as a countermeasure for current traffic congestion in the city center. If there is no parking lot around the traffic node, it should be considered to use the land belong to the local government as a parking lot in cooperation with the local government.

Action Plan for Vision Achievement Timeline Table 6.3.6 shows the proposed action plan for the achievement of visions on timeline. Vehicle replacement and infrastructure improvement will be supported by EBRD. The operation frequencies should be increased following to the vehicle replacement such as minibus and trolleybus since the current transport capacity is limited. The fresh demand survey (series of traffic surveys) should be conducted at least twice in winter and summer in consideration of seasonal traffic movement. Based on the survey results, appropriate transportation network and operational plan should be discussed, while discussions regarding the review of unprofitable lines should be conducted based on the results of OD survey for all lines of public transportation. OD survey for all lines of public transportation will be conducted to revise unprofitable operation routes. Due to the tight transportation capacity, existing time schedule should be revised based on the increase in flights at the timing when minibus and trolleybus vehicles are introduced.

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The consensus among organizations in SC related to public transport system should be formulated in the constructive public transport joint committee based on the results of demand survey. Public transport system such as operational plan, fare revision and subsidy system should be discussed in the committee and determined as legally valid. The bus line reorganization and fare revision will be started by first half of 2020 as a target through the committee.

Table 6.3.6: Action Plan for Vision Achievement Timeline

Year 2019 2020 2021 Month 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9

Tram Truck Bid: Sep. Contract: Construct: Dec Mar

Tram Vehicle Start procurement: Jan Procurement Period: two years

Trolleybus Bid: Jul 1 car 9 cars 9 cars 5 cars Contract: Sep delivery delivery delivery delivery Bus system reorganization support byEBRD Schedule ofGRAS Minibus Bid: Sep 20 cars delivery Fare revision GRAS-1: Enhancement of Increase transportation capacity as vehicles increase Transport capacity Schedule revision implementation (Minibus May-, Trolley Bus Sep-) GRAS-2: Human resource Relocation to secure drivers when adding vehicles management Capacity building related to vehicle and track maintenance GRAS-3: Increase in fare collection rate Relocation from inspector to conductor to prevent fare collection loss

SC-1: Demand survey / Demand Demand Conduct OD survey on all unprofitable route Development of public Survey transportation network Survey Development of appropriate public transportation network SC-2: Improvement of fare Reflect the result of demand survey in fare, subsidy, system and subsidy system commuter pass system SC-3: Vehicle replacement / infrastructure enhancement EBRD support SC-4: Reduction of debt in GRAS Reduction of liability in GRAS SC-5: Establishment of Holding of joint committee public transport joint Preparation of joint committee Discussion based on demand survey results committee SH-1: Promotion of Modal Improving guidance on bus stops and the web, such as route maps and timetables Shift Source: JICA Study Team

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

BOSNIA AND HERZEGOVINA MINISTRY OF TRAFFIC OF SARAJEVO CANTON GRAS OF SARAJEVO CANTON

DATA COLLECTION SURVEY ON PUBLIC TRANSPORTATION IN SARAJEVO CANTON, BOSNIA AND HERZEGOVINA

ANNEXURE

January 2020

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

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Table of Contents of ANNEXURE

ANNEXURE1 Traffic Counter Data 2015 ...... 1 ANNEXURE2 Parking Lot Information Based on Sample Survey ...... 2 ANNEXURE3 Operation Table (GRAS) ...... 16 ANNEXURE4 Sample Survey for the Number of Passengers on the Major Routes (GRAS) 18 ANNEXURE5 Survey of Congestion Rate at Major Points ...... 23 ANNEXURE6 Fleet of Vehicles in GRAS ...... 36 ANNEXURE7 Holding a Public Transport Seminar and Joint Committee ...... 40 7.1 Objectives...... 40 7.1.1 Public Transport Seminar ...... 40 7.1.2 Public Transport Joint Committee ...... 43 7.2 Results of Questionnaire ...... 45 7.2.1 Participants’ Evaluation on Seminar Contents...... 45 7.2.2 Participants’ Opinion on Public Transportation ...... 46 ANNEXURE8 Transport and Parking Policy in Adjoining Countries ...... 48 8.1 Transport Policies in Adjoining Countries ...... 48 8.1.1 Cases in Belgrade, Republic of Serbia ...... 48 8.1.2 Cases in Vienna, Republic of Austria ...... 52 8.2 Parking Policy in Adjoining Countries ...... 53 8.2.1 Belgrade City in Serbia ...... 53 8.2.2 Zagreb City in Croatia ...... 54

Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

ANNEXURE1 Traffic Counter Data 2015

Table 1-1: Average Annual Daily Traffic Volume in 2015 1 2 3 4 5 6 7 8 9 10 11 Location of Traffic Σ Heavy Heavy Passenger Combined Medium Heavy Articulated Uncategorized Counter Motorcycle Light truck truck with truck with Bus vehicle vehicle heavy truck truck bus vehicle trailer semi-trailer

02 2 1,584 37 25 9 13 1 1 1 0 5 1,679 03 345 23,943 795 133 2,288 82 330 349 111 8 1,439 29,822 04 329 28,242 1,039 133 938 64 232 63 188 7 1,642 32,877 05 396 24,331 737 145 1,041 56 304 68 148 15 515 27,758 06 124 24,464 874 177 130 48 82 58 219 39 90 26,303 07 0 17,701 609 143 75 63 33 51 272 162 18 19,126 08 24 17,836 519 83 48 37 3 10 264 210 2 20,123 10 4 9,864 389 51 54 39 21 17 88 3 9 10,539 11 23 14,827 581 112 66 64 5 27 187 30 8 16,864 13 132 16,238 712 108 73 73 7 30 58 1 395 17,999 14 18 6,871 161 38 15 15 1 1 2 0 18 7,122 15 21 11,164 630 126 96 127 8 29 174 7 8 12,390 16 34 11,690 326 87 56 63 29 104 112 29 8 12,539 17 0 32,145 1,207 195 171 129 28 117 201 57 14 34,265 18 1 10,474 279 69 24 24 4 5 4 0 8 10,891 21 224 11,750 300 80 55 45 3 8 20 2 17 12,503 22 2 10,131 626 122 107 92 11 20 31 23 2 11,168 23 1 6,913 327 84 62 38 16 43 27 15 8 7,532 24 0 30,483 1,569 265 210 165 26 116 184 61 18 33,098 25 99 24,659 831 117 73 49 25 21 265 242 13 26,395 26 2 13,037 890 192 181 116 18 67 152 42 7 14,705 27 2 5,853 256 65 26 25 0 8 3 0 6 6,244 29 6 5,400 450 178 141 227 45 122 16 15 18 6,619 30 8 7,244 333 76 37 33 6 7 28 1 5 7,777 32 5 5,970 485 136 106 123 24 41 40 17 6 6,953 33 8 6,136 463 118 119 104 20 80 140 55 3 7,247 34 2 1,541 159 50 22 28 16 12 4 0 0 1,835 35 8 28,492 2,114 469 543 382 130 402 212 134 7 32,829 37 4 757 52 16 12 12 2 6 1 0 0 862 Average 0.3% 90.1% 4.2% 1.0% 1.2% 0.7% 0.3% 0.4% 0.6% 0.2% 0.6% - Ratio

07 02 Location of 30 33 02 traffic counter

04 15 13 05 03 11 06 08 26 18 17 22 14 23 16 24 21 10 27

32 35 25

29 37

34

Note: *Traffic volume in both directions (if one-way, one-way traffic.) *■Tram line ■toward “Vogosca“ Source: The number of traffic on the existing primary city and regional network roads Sarajevo Canton in 2015

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

ANNEXURE2 Parking Lot Information Based on Sample Survey

1) Public Parking Lot Table 2-1: List of Public Pay Parking Lots Controlled by RAD Number of ID Name of parking lot Description Zone Price Municipality Parking lots 1. Brodac street parking I BAM 2 /hour 23 Stari grad 2. Obala kulina bana Vijećnica street parking I BAM 2 /hour 28 Stari grad 3. Bistrik I off-street parking I BAM 2 /hour 49 Stari grad 4. Bistrik II street parking I BAM 2 /hour 16 Stari grad street parking (for a 5. Zelenih beretki 0 BAM 2 /hour 8 Stari grad handicapped person) 6. Hadžiristića street parking 0 BAM 2 /hour 22 Stari grad 7. Despićeva street parking 0 BAM 2 /hour 7 Stari grad 8. Dženetića čikma street parking I BAM 2 /hour 26 Stari grad 9. Petrakijina street parking I BAM 2 /hour 42 Stari grad 10. Dom Armije off-street parking I BAM 2 /hour 40 Stari grad 11. Branilaca Sarajeva street parking I BAM 2 /hour 35 Centar street parking (for a 12. Ćemaluša I BAM 2 /hour 6 Centar handicapped person) 13. Kaptol street parking I BAM 2 /hour 10 Centar 14. Buka street parking I BAM 2 /hour 26 Centar 15. Mehmeda Spahe street parking I BAM 2 /hour 27 Centar 16. Obala kulina bana Pozorište street parking I BAM 2 /hour 25 Centar 17. Radićeva street parking I BAM 2 /hour 10 Centar 18. Mis Irbina street parking I BAM 2 /hour 75 Centar 19. Tina Ujevića street parking I BAM 2 /hour 40 Centar 20. Džidžikovac street parking I BAM 2 /hour 26 Centar 21. Musala street parking I BAM 2 /hour 43 Centar 22. Reisa Džemaludina Čauševića street parking I BAM 2 /hour 18 Centar 23. Hamdije Kreševljakovića street parking I BAM 2 /hour 27 Centar 24. Skenderija off-street parking I BAM 2 /hour 48 Centar 25. Skenderija most street parking I BAM 2 /hour 27 Centar 26. Valtera Perića street parking I BAM 2 /hour 28 Centar 27. Alipašina street parking I BAM 2 /hour 35 Centar 28. Koševo off-street parking I BAM 2 /hour 36 Centar 29. Hazima Šabanovića street parking II BAM 1 /hour 35 Centar 30. Augusta Brauna street parking I BAM 2 /hour 11 Centar 31. Dolina street parking I BAM 2 /hour 35 Centar 32. Kralja Tvrtka street parking I BAM 2 /hour 114 Centar 33. Kotromanića street parking I BAM 2 /hour 46 Centar 34. Most Suade Dilberović off-street parking II BAM 1 /hour 300 Centar 35. Koste Hermana street parking II BAM 1 /hour 61 Centar 36. Franje Račkog street parking II BAM 1 /hour 64 Centar 37. Muzej street parking II BAM 1 /hour 90 Centar 38. Franca Lehara street parking II BAM 1 /hour 82 Centar 39. Željeznička stanica street parking II BAM 1 /hour 70 Novo Sarajevo 40. Autobuska stanica Pošta street parking II BAM 1 /hour 45 Novo Sarajevo 41. Danijela Ozme street parking I BAM 2 /hour 38 Centar 42. Herceg Stjepana street parking I BAM 2 /hour 10 Centar 43. Džemala Bijedića street parking II BAM 1 /hour 46 Centar 44. Pionirska dolina street parking II BAM 1 /hour 80 Centar 45. Stjepana Tomića street parking II BAM 1 /hour 65 Centar 46. Marcela Šnajdera street parking II BAM 1 /hour 35 Centar 47. Dolac Malta Pošta off-street parking II BAM 1 /hour 60 Novo Sarajevo 48. Obala Isa bega Ishakovića street parking I BAM 2 /hour 21 Stari grad Total 2,111 Source: JICA Study Team based on data provided by the Ministry of Traffic

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

6

3

4 1

2 7 5

Source: JICA Study Team Figure 2-1: Location of Public Pay Parking Lots in Sarajevo Canton

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

1 ID:9(42parking lot) Parking Lot Vehicle Blocking

One way

ID:8(26parking lot) ID:1(23parking lot) ID:7(7parking lot)

ID:5(8parking lot) ID:2(28parking lot)

ID:10(40parking lot) ID:48(21parking lot) ID:6(22parking lot)

ID:3(49parking lot) ID:4(16parking lot) zz ID:8

ID:41(38parking lot) ID:14(26parking lot) 2 ID:13(10parking lot) ID:15(27parking lot) ID:28(36parking lot)

ID:12(6parkin ID:18(75parking lot) g lot) ID:10

ID:17(10parkin g lot) ID:11(35parking lot) ID:22(18parking lot) ID:21(43parking lot) ID:16(26parking lot)

ID:23(27parking lot) ID:26(28parking lot)

ID:25(27parking lot) ID:24(48parking lot)

3 ID:27(35parking lot)

ID:00(50parki ng lot)

ID:27(35parking lot)

ID:20(26parki ng lot)

ID:19(40parki ng lot) ID:41(38parking lot)

*The ID number matches Table 2-1. Source: JICA Study Team based on data provided by the Ministry of Traffic Figure 2-2: Location of Parking Lot and Traffic Regulation (Map Nos. 1 to 3)

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

4 ID:39(70parking lot) Parking Lot Vehicle Blocking

One way

ID:32(114parki ID:30(11parki ng lot) ng lot) ID:40(45parking lot)

ID:30(11parking lot)

ID:31(35parking lot) ID:38(82parking lot)

ID:37(90parking lot)

ID:35(61parking lot) ID:33(46parking lot) ID:36(64parking lot) ID:34(300parking lot)

5

ID:43(46parking lot)

6

ID:44(80parking lot)

ID:46(35parking lot)

ID:45(65parking lot)

*The ID number matches Table 2-1. Source: JICA Study Team based on data provided by the Ministry of Traffic Figure 2-3: Location of Parking Lots and Traffic Regulation (Map Nos.4 to 6)

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

7 Parking Lot Vehicle Blocking One way

ID:47(60parking lot)

*The ID number matches Table 2-1. Source: JICA Study Team based on data provided by the Ministry of Traffic Figure 2-4: Location of Parking Lots and Traffic Regulation (Map No.7)

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 23 Number of parking vehicle 12 -Monthly ticket 1 -Parking ticket (Hourly ticket) 4 -Wheelchair - -Sarajevo canton staff - -Illegal parking 7 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-5: Public Parking Lot（ID:1）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 28 Number of parking vehicle 28 -Monthly ticket 15 -Parking ticket (Hourly ticket) 3 -Wheelchair 1 -Sarajevo canton staff 3 -Illegal parking 6 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-6: Public Parking Lot（ID:2）

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 49 Number of parking vehicle 12 -Monthly ticket - -Parking ticket (Hourly ticket) 12 -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-7: Public Parking Lot（ID:3）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone I Fee BAM 2 /hour, BAM 20 /day Capacity (Number of parking spaces) 16 Number of parking vehicle 6 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking 6 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-8: Public Parking Lot（ID:4）

Zone 0 Fee BAM 2 /hour Capacity (Number of parking spaces) 8 Number of parking vehicle 8 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair 3 -Sarajevo canton staff - -Illegal parking 5 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-9: Public Parking Lot（ID:5）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone 0 Fee BAM 2 /hour Capacity (Number of parking spaces) 22 Number of parking vehicle 11 -Monthly ticket 3 -Parking ticket (Hourly ticket) 7 -Wheelchair 1 -Sarajevo canton staff 0 -Illegal parking 0 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-10: Public Parking Lot（ID:6）

Zone I Fee BAM 2 /hour, BAM 20 /day Capacity (Number of parking spaces) 40 Number of parking vehicle 15 -Monthly ticket - -Parking ticket (Hourly ticket) 15 -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-11: Public Parking Lot（ID:10）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone I Fee BAM 2 / hour Capacity (Number of parking spaces) 13 Number of parking vehicle 13 -Monthly ticket 3 -Parking ticket (Hourly ticket) 3 -Wheelchair 0 -Sarajevo canton staff 1 -Illegal parking 6 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-12: Public Parking Lot（ID:11）

Zone I Fee BAM 2 / hour Capacity (Number of parking spaces) 22 Number of parking vehicle 21 -Monthly ticket 7 -Parking ticket (Hourly ticket) 3 -Wheelchair 1 -Sarajevo canton staff 0 -Illegal parking 10 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-13: Public Parking Lot（ID:11）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 20 Number of parking vehicle 20 -Monthly ticket 10 -Parking ticket (Hourly ticket) 0 -Wheelchair 4 -Sarajevo canton staff 0 -Illegal parking 6 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-14: Public Parking Lot（ID:18）

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 55 Number of parking vehicle 54 -Monthly ticket 14 -Parking ticket (Hourly ticket) 8 -Wheelchair 5 -Sarajevo canton staff 16 -Illegal parking 11 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-15: Public Parking Lot（ID:18）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone I Fee BAM 2 /hour Capacity (Number of parking spaces) 18 Number of parking vehicle 18 -Monthly ticket 2 -Parking ticket (Hourly ticket) 5 -Wheelchair 1 -Sarajevo canton staff 4 -Illegal parking 6 Source: JICA Study Team conducted survey in the morning on March 13, 2019. Figure 2-16: Public Parking Lot（ID:22）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

2) Private Parking Lot

Zone Private Fee BAM 4 /hour, BAM 30 /day Capacity (Number of parking spaces) 27 Number of parking vehicle 20 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team Figure 2-17: Private Parking Lot（ID:1）

Zone Private Fee BAM 3 /hour, BAM 30 /day Capacity (Number of parking spaces) 15 Number of parking vehicle 11 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff -

-Illegal parking - Source: JICA Study Team Figure 2-18: Private Parking Lot（ID:2）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone Private Fee BAM 2 /hour, BAM 20 /day Capacity (Number of parking spaces) 80 Number of parking vehicle 50 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team Figure 2-19: Private Parking Lot（ID:3）

Zone Private Fee BAM 2 / hour Capacity (Number of parking spaces) 50 Number of parking vehicle - -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team Figure 2-20: Private Parking Lot（ID:4）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Zone Private Fee BAM 2 /hour, BAM 20 /day Capacity (Number of parking spaces) 100 Number of parking vehicle 55 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team Figure 2-21: Private Parking Lot（ID:5）

Zone Private Fee BAM 2 /hour Capacity (Number of parking spaces) 55 Number of parking vehicle 21 -Monthly ticket - -Parking ticket (Hourly ticket) - -Wheelchair - -Sarajevo canton staff - -Illegal parking - Source: JICA Study Team Figure 2-22: Private Parking Lot（ID:6）

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

ANNEXURE3 Operation Table (GRAS)

1) GRAS Table 3-1: Operation Table of GRAS Vehicles

Trip Boarding Average Boading Average Number Number of T otal T otal D i st an ce Number Number of Tatal W or king O-D time Average Op. Boading T ime M ode L ine # L ine Name (one way) V ehicles Boarding Boarding per Op. of Driver per Op. W or king T ime by D i st an ce (One Speed Interval by Dr iver per weekday D i st an ce Time Vihcle Drivers Vihcle time Dr iver per way) Day weekday Day

Peak Day (km) (min) (km/h) weekday (min) (km) (h:min) (km) weekday (h:min) (h:min) (h:min) H our time 1 Baščaršija-Želj.Stanica 3.1 0:18 10.3 97 18--36 2 2 300.7 29:06 150.4 5 5:49 2.5 35:00 7:00 2 Baščaršija-Čengić Vila 5.0 0:26 11.5 28 13 4 4 140.0 12:08 35.0 4 3:02 2.5 18:00 4:30 3 Baščaršija-Ilidža 11.0 0:43 15.2 504 4--10 22 22 5,544.0 365:24 252.0 64 5:42 1.0 459:00 7:10 4 Z.Stanica-Ilidža 8.8 0:33 16.0 53 33-66 2 2 466.4 29:09 233.2 5 5:49 2.9 35:00 7:00 Tram 5 Baščaršija-Nedžarići 8.0 0:38 12.6 38 19 4 0 304.0 24:04 76.0 4 6:01 2.5 36:00 9:00 6 Skenderija-Ilidža 9.5 0:36 15.8 152 9--11 8 7 1,444.0 91:12 180.5 15 6:04 1.0 113:00 7:32 Total 872 - 42 37 8,199.1 551:03 97 Average 14.9 195.2 5:40 2.3 101 Otoka - Trg Austrije 5.8 0:28 12.4 17 56 2 0 98.6 7:56 49.3 2 3:58 1.0 35:00 7:00 102 Otoka - Jezer o 6.5 0:35 11.1 108 11--20 4 4 702.0 63:00 175.5 11 5:43 1.0 18:00 4:30 103 Dobrinja-Trg Austrije 10.7 0:40 16.1 212 7--12 9 9 2,268.4 141:20 252.0 27 5:14 2.8 459:00 7:10 Trolly 104 A.Polj e - T r g Austr ij e 7.7 0:29 15.7 14 59 1 0 107.8 6:53 107.8 1 6:53 3.0 35:00 7:00 Bus 107 Dobr inj a -Jezer o 11.3 0:45 15.1 71 24-30 4 4 802.3 53:15 200.6 11 4:50 1.0 36:00 9:00 108 Otoka - Dobr inj a 7.4 0:35 12.7 31 70 1 1 229.4 18:05 229.4 3 6:01 2.8 113:00 7:32 Total 453 - 21 18 4,208.5 290:29 55 Average 14.5 200.4 5:16 2.6 14 Dom Ar mij e - Podhr astovi 3.6 0:21 10.3 133 14 3 3 478.8 46:33 159.6 8 5:49 2.7 56:00 7:00 15 Z.Stanica - Buća potok 8.1 0:32 15.0 126 15 - 20 4 5 1,020.6 68:15 255.2 12 5:41 3.0 72:00 6:00 15b Otoka - Buća potok 4.8 0:25 11.5 50 25 - 50 2 1 240.0 20:50 120.0 3 6:56 1.5 14:00 4:40 16 Dom Armije - Bare 4.0 0:22 10.9 78 22 2 2 312.0 28:36 156.0 5 5:43 2.5 35:00 7:00 16b Dom Ar mij e - K oševsko br do 4.4 0:22 12.0 94 22 2 2 413.6 34:28 206.8 6 5:44 3.0 42:00 7:00 17 Dom Ar mij e - Br eka 3.4 0:21 9.7 102 22 2 2 346.8 35:42 173.4 6 5:57 3.0 42:00 7:00 17b Dom Ar mij e - Br eka 2 3.4 0:22 9.3 47 44 1 1 159.8 17:14 159.8 3 5:44 3.0 21:00 7:00 18 Drvenija - Pofalići 5.5 0:30 11.0 71 30 2 2 390.5 35:30 195.3 6 5:55 3.0 43:06 7:11 20 Park - Jagomir 3.5 0:20 10.5 48 40 1 1 168.0 16:00 168.0 3 5:20 3.0 21:00 7:00 20b Park - Šip - Bušća 4.7 0:25 11.2 41 50 1 1 190.7 17:05 190.7 3 5:41 3.0 21:18 7:06 21 Sutj eska - V ogošća 9.0 0:30 18.0 146 20 - 60 5 4 1,314.0 73:00 262.8 13 5:36 2.6 92:18 7:06 21b Sutj eska - D.V ogošća 14.5 0:35 24.9 11 60 - 70 1 1 159.5 6:25 159.5 3 2:08 3.0 21:00 7:00 22 Sutjeska - Ilijaš - Lješevo 22.5 0:50 27.0 43 50 3 3 967.5 35:50 322.5 8 4:28 2.7 44:12 5:31 22a Stup - V ogošća 10.2 0:25 24.5 55 30 - 50 2 2 561.0 22:55 280.5 5 4:35 2.5 36:12 7:14 23 Z.Stanica - Rajlovac 9.3 0:32 17.2 97 20 - 30 3 2 902.1 52:32 300.7 8 6:34 2.7 57:00 7:07 23a Z .Stanica - Relj evo dom 11.0 0:40 16.5 35 80 2 1 385.0 23:20 192.5 3 7:46 1.5 29:18 9:46 23c Otoka - Bolj akov potok 3.5 0:20 10.5 62 20 - 40 2 1 217.0 20:40 108.5 4 5:10 2.0 28:00 7:00 24 Stup - Zabrđe - Smiljevići 7.0 0:25 16.8 37 50 1 1 259.0 15:25 259.0 3 5:08 3.0 21:00 7:00 26 Stup-Dobr.-Ahatovići 7.4 0:30 14.8 97 20 - 30 3 3 717.8 48:30 239.3 8 6:03 2.7 57:00 7:07 27 Ilidža - Hrasnica - Famos 5.3 0:17 18.7 192 8 -- 20 4 3 1,017.6 54:24 254.4 10 5:26 2.5 70:06 7:00 27a Ilidža - Sokolovići 3.4 0:17 12.0 80 17 2 1 272.0 22:40 136.0 4 5:40 2.0 29:12 7:18 27b Ilidža-K ovači-Hrasnica 5.0 0:30 10.0 35 30 - 60 1 1 175.0 17:30 175.0 3 5:50 3.0 16:00 5:20 28 Ilidža - Rakovica - K obiljača 12.5 0:35 21.4 60 30 2 2 750.0 35:00 375.0 6 5:50 3.0 42:12 7:02 29 Sutj eska - K amenica 44.0 1:20 33.0 9 160 2 1 396.0 12:00 198.0 3 4:00 1.5 15:00 5:00 30 Ilidža - Hadžići - Drozgometva 13.2 0:30 26.4 50 30 - 40 2 2 660.0 25:00 330.0 5 5:00 2.5 30:30 6:06 Auto 31 Nedžarići - Dobrinja 3.0 0:15 12.0 197 10 3 3 591.0 49:15 197.0 9 5:28 3.0 63:00 7:00 Bus 31e V ij ećnica - Dobr inj a 10.8 1:00 10.8 76 20 - 30 6 4 820.8 76:00 136.8 12 6:20 2.0 91:18 7:36 32 Ilidža - Butmir - Kotorac 3.5 0:17 11.8 105 15 - 35 2 2 362.3 30:37 181.1 5 6:07 2.5 36:24 7:16 33 Ilidža - Tarčin - Vukovići 27.9 1:00 27.9 50 30 - 60 5 5 1,392.5 50:00 278.5 12 4:10 2.4 82:18 6:51 35 Autobuska st. - Bakići 45.0 0:00 N/A 0 0 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A 36 Nedžarići - Nas. Aerodrom 3.3 0:15 13.2 58 30 1 1 191.4 14:30 191.4 3 4:50 3.0 21:00 7:00 37 Grbavica - Lukavica - Ilidža 12.2 0:00 N/A 8 0 1 1 N/A N/A N/A 2 N/A N/A 14:00 7:00 38 Dobrinja - Ilidža 4.3 0:30 8.6 22 60 1 0 94.6 11:00 94.6 2 5:30 2.0 14:00 7:00 39 Nedžarići - Dobrinja 4 3.0 0:20 9.0 54 40 1 1 162.0 18:00 162.0 3 6:00 3.0 21:00 7:00 41 Drvenija - G. Velešići 4.4 0:20 13.2 40 40 1 1 176.0 13:20 176.0 3 4:26 3.0 21:12 7:04 41a Dr veniij a - D.V elešići 4.3 0:20 12.9 42 40 1 1 180.6 14:00 180.6 3 4:40 3.0 21:00 7:00 43 Ilidža - Osjek 9.5 0:25 22.8 76 25 -30 2 2 722.0 31:40 361.0 6 5:16 3.0 43:06 7:11 44 F .Račkog - Bj elašnica 38.0 0:00 N/A 0 N/A 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A 45 I lidža - Dej čići 43.0 1:00 43.0 2 0 1 1 86.0 2:00 86.0 2 1:00 2.0 14:00 7:00 46 Ilidža - Vlakovo 8.1 0:30 16.2 33 60 1 1 267.3 16:30 267.3 3 5:30 3.0 21:00 7:00 47 M eđ.ent. Ilidža-Trnovo-Tur. 30.0 1:00 30.0 14 120 1 1 420.0 14:00 420.0 3 4:40 3.0 19:00 6:20 47a Ilidža - Turovi N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 49 Ilidža - Otes - Bare-Doglodi 3.7 0:25 8.9 57 50 1 1 210.9 23:45 210.9 3 7:55 3.0 21:00 7:00 28e Ilidža - Vrelo Bosne 3.8 0:30 7.6 0 30 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A 75 Ilidža-M okrine 25.0 0:45 33.3 4 90 1 0 100.0 3:00 100.0 1 3:00 1.0 7:00 7:00 78 Tarčin - Budmolići 4.0 0:10 24.0 37 40 1 1 148.0 6:10 148.0 3 2:03 3.0 21:00 7:00 I Ugovor eni pr evoz Contracted transpor N/A 0:00 N/A 0 0 0 0 N/A 0:00 N/A 0 N/A N/A 0:00 N/A N Noćni Night N/A 0:00 N/A 2 0 1 1 N/A 0:00 N/A 1 N/A N/A 7:00 7:00 RD Rani Dovoz N/A 0:00 N/A 1 0 1 1 N/A 0:00 N/A 1 N/A N/A 7:00 7:00 Total - 2,674 - 85 74 18,400 1159:12 216 Average 15.9 216.5 5:22 2.5 51 BAŠČARŠIJA - VRATNIK 1.7 0:12 8.5 91 24 1 1 154.7 18:12 154.7 3 6:04 3.0 16:00 5:20 52 BAŠČARŠIJA - FALETIĆI 5.6 0:25 13.4 69 25 2 2 386.4 28:45 193.2 5 5:45 2.5 32:00 6:24 53 OTOKA - MOJMILO(BRDO) 3.7 0:20 11.1 80 20-40 2 2 296.0 26:40 148.0 5 5:20 2.5 28:00 5:36 Mini 54 LAT.ĆUP.-HOŠIN BRIJEG 1.9 0:00 N/A 0 0 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A Bus 55 BAŠČARŠIJA - SEDRENIK(Sam.) 5.1 0:20 15.3 73 20 2 2 372.3 24:20 186.2 5 4:52 2.5 27:00 5:24 56 LAT.ĆUP.-JARČEDOLI (Popov gaj) 3.2 0:17 11.3 88 17 2 2 281.6 24:56 140.8 5 4:59 2.5 26:00 5:12 57 PAZARIĆ- OSENIK 4.6 0:15 18.4 22 30 1 0 101.2 5:30 101.2 2 2:45 2.0 0:00 0:00 58 BAŠČARŠIJA - M IHRIVODE 1.4 0:12 7.0 92 24 1 1 128.8 18:24 128.8 3 6:08 3.0 17:00 5:40 59 LAT.ĆUPRIJA -ŠIR.-KOM ATIN 6.1 0:25 14.6 125 17 3 3 762.5 52:05 254.2 9 5:47 3.0 32:00 3:33 60 VOGOŠĆA-TIHOVIĆI 5.0 0:20 15.0 39 40 1 1 195.0 13:00 195.0 3 4:20 3.0 17:00 5:40

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Trip Boarding Average Boading Average Number Number of T otal T otal D i st an ce Number Number of Tatal W or king O-D time Average Op. Boading T ime M ode L ine # L ine Name (one way) V ehicles Boarding Boarding per Op. of Driver per Op. W or king T ime by D i st an ce (One Speed Interval by Dr iver per weekday D i st an ce Time Vihcle Drivers Vihcle time Dr iver per way) Day weekday Day

Peak Day (km) (min) (km/h) weekday (min) (km) (h:min) (km) weekday (h:min) (h:min) (h:min) H our time 61 STUP - SO K O L JE (Deponij a) 6.4 0:25 15.4 81 25 2 2 518.4 33:45 259.2 6 5:37 3.0 30:00 5:00 62 DRVENIJA-G.VELEŠIĆI(HUM ) 5.3 0:30 10.6 30 60 1 1 159.0 15:00 159.0 3 5:00 3.0 14:00 4:40 63 LAT.ĆUPRIJA - M AHM UTOVAC 1.9 0:15 7.6 69 30 1 1 131.1 17:15 131.1 3 5:45 3.0 16:00 5:20 64 PARK - BARICE 8.2 0:30 16.4 0 60 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A 65 EK ONOM SKA ŠK.-OBAD 3.1 0:15 12.4 28 30 1 0 86.8 7:00 86.8 2 3:30 2.0 15:00 7:30 66 EKONOMSKA ŠKOLA - HUM 4.2 0:40 6.3 27 40 1 1 113.4 9:00 113.4 3 3:00 3.0 21:00 7:00 67 EK ONOM .ŠK.- BAK AREVAC 2.2 0:20 6.6 16 40 0 0 35.2 5:20 N/A 0 N/A N/A 0:00 N/A 67a EK ONOM .ŠK.-BAK AREVAC(Rez.) 2.4 0:20 7.2 14 40 0 0 33.6 4:40 N/A 0 N/A N/A 0:00 N/A 68 SUTJESK A - PO L JI NE 5.7 0:25 13.7 37 50 1 1 210.9 15:25 210.9 3 5:08 3.0 16:00 5:20 69 SUTJESKA - NAHOREVO 6.0 0:25 14.4 37 50 1 1 222.0 15:25 222.0 3 5:08 3.0 15:00 5:00 70 GRBAVICA - HRASNO BRDO 3.0 0:20 9.0 23 40 1 1 69.0 7:40 69.0 2 3:50 2.0 10:00 5:00 71 STUP - RJEČICA 12.4 0:30 24.8 25 60 1 1 310.0 12:30 310.0 3 4:10 3.0 12:00 4:00 72 PARK - HRASTOVI II 3.4 0:20 10.2 55 40 1 1 187.0 18:20 187.0 3 6:06 3.0 16:00 5:20 73 VIJEĆNICA - G.HAN-HLADIV. 5.6 0:20 16.8 43 40 1 1 240.8 14:20 240.8 3 4:46 3.0 16:00 5:20 74 PARK - SEDRENIK (Rogina) 3.7 0:20 11.1 111 20 2 2 410.7 37:00 205.4 6 6:10 3.0 36:00 6:00 Mini 75 ILIDŽA - M OKRINE 25.0 0:45 33.3 12 90 1 1 300.0 9:00 300.0 2 4:30 2.0 17:00 8:30 Bus 76 HADŽIĆI - M OKRINE 10.6 0:35 18.2 11 70 1 0 116.6 6:25 116.6 2 3:12 2.0 10:00 5:00 77 HADŽIĆI - LOK VE-PAZARIĆ 10.0 0:25 24.0 24 50 1 1 240.0 10:00 240.0 2 5:00 2.0 17:00 8:30 78 TARČIN - BUDM OLIĆI 4.0 0:20 12.0 0 40 0 0 N/A N/A N/A 0 N/A N/A 0:00 N/A 79 HADŽIĆI - LJUBOVČIĆI-PAZ. 9.5 0:20 28.5 26 40 1 1 247.0 8:40 247.0 2 4:20 2.0 17:00 8:30 80 TARČIN - KORČA 6.5 0:25 15.6 27 50 1 1 175.5 11:15 175.5 2 5:37 2.0 18:00 9:00 81 TARČIN - LUKE 2.0 0:10 12.0 18 20 0 0 36.0 3:00 N/A 0 N/A N/A 0:00 N/A 82 HADŽIĆI-K ASATIĆI 3.1 0:15 12.4 13 30 0 0 40.3 3:15 N/A 0 N/A N/A 6:00 N/A 83 HADŽIĆI-UŠIVAK 2.8 0:10 16.8 4 20 0 0 11.2 0:40 N/A 0 N/A N/A 0:00 N/A 84 ILIDŽA - MIŠEVIĆI 12.0 0:25 28.8 22 50 1 1 264.0 9:10 264.0 2 4:35 2.0 17:00 8:30 85 ILIDŽA - ŠABIĆI - SINANOVIĆI 50.0 2:00 25.0 2 240 1 1 100.0 4:00 100.0 1 4:00 1.0 5:00 5:00 89 PARK - M RKOVIĆI 9.0 0:30 18.0 5 60 0 0 45.0 2:30 N/A 1 2:30 N/A 0:00 0:00 90 TARČIN- TRZANJ 4.5 0:20 13.5 14 40 0 0 63.0 4:40 N/A 0 N/A 8:00 N/A 94 VOGOŠĆA - A.Rizve - GORA 11.2 0:30 22.4 13 60 1 0 145.6 6:30 145.6 2 3:15 2.0 8:00 4:00 95 VIJEĆNICA - BRUSULJE 5.9 0:20 17.7 7 40 1 0 41.3 2:20 41.3 2 1:10 2.0 9:00 4:30 98 LAT.ĆUPRIJA-TREBEVIĆ 12.3 1:00 12.3 0 120 0 0 0.0 0:00 N/A 0 N/A N/A 0:00 N/A 44 F.RAČKOG - BJELAŠNICA(sez.lin.) 38.0 0:00 0 0 0 0.0 0:00 N/A 0 N/A N/A 0:00 N/A 45 GAREŽ - DEJČIĆI 16.2 1:30 10.8 12 180 1 1 194.4 18:00 194.4 2 9:00 2.0 10:00 5:00 48 GAREŽ- DELIJAŠI-HAM ZIĆI 10.0 0:30 20.0 12 60 1 0 120.0 6:00 120.0 2 3:00 2.0 9:00 4:30 Prevoz đaka i radnika + SM JENE 0:00 3 0 1 0 0.0 0:00 0.0 3 0:00 3.0 8:00 2:40 GRAS - radnici 0:00 0 0 1 0 0.0 0:00 0.0 1 0:00 1.0 7:00 7:00 Total - 1,497 - 40 34 7,546 529:57 102 Average 14.2 188.7 5:11 2.6 Source: GRAS

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

ANNEXURE4 Sample Survey for the Number of Passengers on the Major Routes (GRAS)

1) Tram RouteNo.3

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 5:36 5:38 5:40 5:43 5:45 5:46 5:48 5:50 5:52 5:54 5:56 5:57 5:58 Boarding 12 5 6 1 8 1 2 6 7 3 1 11 7 Volume Alightihg 2 2 5 3 6 6 6 9 Number of Passengers→ 0 0 0 0 0 0 0 0 0 12 17 21 20 28 24 26 29 30 27 22 24 31 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 6:00 6:02 6:04 6:06 6:08 6:11 6:12 6:14 6:16 6:18 6:21 6:24 6:26 6:28 6:30 6:32 6:34 6:36 6:39 6:41 6:43 Boarding 9 6 2 9 5 4 1 11 7 13 2 47 3 1 2 6 1 3 Volume Alightihg 10 3 1 4 3 3 2 3 6 2 5 9 8 7 7 13 1 25 12 39 Number of Passengers→ 30 33 34 39 41 42 41 49 50 61 58 96 91 85 80 73 73 51 39 39 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 6:47 6:49 6:51 6:54 6:56 6:58 7:00 7:02 7:03 7:05 7:07 7:09 7:11 7:13 7:14 7:16 7:19 7:21 7:23 7:24 7:26 7:28 Boarding 43 4 2 38 4 14 19 17 4 27 16 7 10 18 3 2 2 1 2 5 Volume Alightihg 2 8 2 10 7 5 2 6 2 8 14 16 9 12 20 45 29 12 10 3 Number of Passengers→ 43 47 47 77 79 83 95 107 109 130 144 143 139 141 135 125 107 63 34 22 14 16 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 7:29 7:32 7:34 7:37 7:39 7:43 7:44 7:46 7:48 7:50 7:54 7:57 7:59 8:02 8:04 8:06 8:08 8:10 8:14 8:16 8:24 Boarding 6 4 5 30 15 7 10 5 13 6 24 3 5 10 16 2 19 10 1 Volume Alightihg 5 5 2 5 3 1 2 18 13 12 1 9 3 7 10 8 3 14 13 6 67 Number of Passengers→ 17 16 19 44 56 62 60 52 44 45 50 65 65 63 63 71 70 75 72 67 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 8:33 8:35 8:38 8:40 8:43 8:44 8:46 8:48 8:50 8:53 8:56 8:58 9:00 9:02 9:04 9:06 9:08 9:10 9:12 9:13 9:15 9:17 Boarding 62 2 5 10 3 18 13 12 3 30 13 16 30 19 4 13 18 7 6 11 9 12 Volume Alightihg 1 4 6 4 3 1 13 4 14 16 15 9 7 31 61 29 19 20 4 Number of Passengers 62 64 68 74 77 89 98 107 109 126 135 137 151 155 150 156 143 89 66 58 47 55 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 9:18 9:21 9:22 9:25 9:27 9:30 9:31 9:33 9:35 9:37 9:39 9:41 9:44 9:45 9:48 9:50 9:52 9:53 9:55 9:57 9:59 Boarding 35 12 10 16 8 5 1 7 10 3 3 10 1 3 4 2 4 5 0 Volume Alightihg 14 14 11 14 16 3 1 11 16 12 4 15 2 6 5 4 3 4 1 3 35 Number of Passengers→ 76 74 73 75 67 69 69 65 59 50 49 44 43 40 39 37 38 39 38 35 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 10:05 10:07 10:09 10:11 10:13 10:15 10:17 10:19 10:20 10:22 10:24 10:26 10:28 10:30 10:31 10:34 10:35 10:38 10:40 10:41 10:43 10:45 Boarding 24 3 3 8 2 10 6 5 1 18 7 12 16 10 1 4 3 4 6 3 Volume Alightihg 1 4 2 5 5 1 9 2 5 11 13 2 3 12 22 9 7 13 3 Number of Passengers→ 24 27 29 33 35 43 44 44 44 53 58 65 70 67 66 67 58 40 31 30 20 17 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 10:47 10:49 10:52 10:54 10:56 11:00 11:01 11:02 11:04 11:06 11:08 11:10 11:13 11:15 11:17 11:19 11:21 11:23 11:26 11:27 11:29 Boarding 9 5 9 20 17 9 3 11 10 6 5 16 7 1 3 15 16 10 10 Volume Alightihg 6 5 5 8 3 1 7 14 7 8 19 4 10 8 12 6 14 4 1 57 on vehicle 20 20 24 44 53 59 61 65 61 60 57 54 57 48 43 46 56 52 58 57 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 11:40 11:42 11:43 11:46 11:48 11:50 11:52 11:53 11:55 11:57 11:59 12:01 12:03 12:05 12:06 12:08 12:10 12:12 12:14 12:16 12:17 12:19 Boarding 29 14 3 10 2 14 5 12 1 19 11 9 11 10 1 5 16 7 6 3 7 3 Volume Alightihg 2 10 0 3 2 6 2 9 12 25 7 5 20 4 13 24 5 15 11 2 Number of Passengers 29 43 44 44 46 57 60 66 65 75 74 58 62 67 48 49 52 35 36 24 20 21 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 12:21 12:24 12:26 12:29 12:30 12:34 12:35 12:37 12:39 12:41 12:43 12:45 12:48 12:49 12:52 12:54 12:56 12:58 13:00 13:01 13:04 Boarding 13 4 17 21 7 7 6 3 9 7 4 12 2 2 3 9 1 5 Volume Alightihg 11 3 3 1 6 4 8 5 8 6 6 13 2 9 13 6 3 5 1 1 39 Number of Passengers→ 23 24 38 58 59 62 60 58 59 60 58 57 57 50 40 43 40 36 40 39 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 13:12 13:14 13:15 13:18 13:20 13:22 13:24 13:26 13:27 13:29 13:31 13:33 13:35 13:37 13:38 13:40 13:43 13:46 13:48 13:49 13:51 13:52 Boarding 66 4 11 31 4 16 19 12 5 14 6 5 8 15 8 2 32 25 11 15 8 7 Volume Alightihg 4 14 2 12 14 2 5 23 3 15 19 6 18 13 13 27 17 17 25 12 Number of Passengers→ 66 70 77 94 96 100 105 115 115 106 109 99 88 97 87 76 95 93 87 85 68 63 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 13:54 13:57 14:00 14:02 14:04 14:07 14:08 14:10 14:12 14:14 14:16 14:18 14:20 14:22 14:00 14:26 14:28 14:29 14:31 14:33 14:35 Boarding 20 21 28 32 15 7 8 9 11 9 2 11 1 1 2 2 Volume Alightihg 26 16 4 13 27 6 7 18 11 17 6 18 1 10 7 9 1 9 3 33 Number of Passengers→ 57 62 86 105 93 94 95 86 86 78 74 67 67 57 51 44 43 36 33 33 0

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 14:45 14:47 14:49 14:51 14:53 14:55 14:57 15:59 15:00 15:02 15:05 15:06 15:08 15:10 15:12 15:13 15:16 15:18 15:19 15:21 15:22 15:24 Boarding 38 2 5 15 2 9 7 7 2 10 10 8 10 10 1 2 19 16 2 3 1 7 Volume Alightihg 3 9 4 4 6 22 1 8 10 5 4 2 17 24 8 12 15 3 Number of Passengers→ 38 40 42 48 50 55 58 59 61 49 58 58 58 63 60 60 62 54 48 39 25 29 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 15:26 15:29 15:31 15:33 15:35 15:38 15:39 15:41 15:43 15:45 15:48 15:50 15:53 15:55 15:57 15:59 16:01 16:03 16:06 16:08 16:10 Boarding 4 10 24 11 16 3 3 11 13 17 2 3 1 2 8 1 1 3 Volume Alightihg 13 3 2 15 9 5 6 10 5 9 11 2 5 7 13 2 11 2 2 30 Number of Passengers→ 20 27 49 45 52 50 53 58 61 73 66 58 57 54 55 43 41 31 32 30 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 16:20 16:22 16:25 16:27 16:29 16:31 16:33 16:35 16:36 16:38 16:41 16:42 16:44 16:46 16:48 16:49 16:53 16:55 16:57 16:58 16:59 17:01 Boarding 39 7 9 36 4 10 9 16 8 21 15 19 22 12 7 6 19 13 7 6 6 7 Volume Alightihg 1 13 3 11 11 11 1 28 6 9 9 17 16 10 23 28 10 24 25 15 Number of Passengers 39 46 54 77 78 77 75 80 87 80 89 99 112 107 98 94 90 75 72 54 35 27 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 17:03 17:05 17:08 17:10 17:13 17:16 17:18 17:20 17:22 17:23 17:26 17:28 17:30 17:33 17:34 17:36 17:38 17:40 17:43 17:45 17:48 Boarding 34 25 22 34 19 14 6 7 5 15 4 5 1 2 3 4 1 1 Volume Alightihg 12 8 7 20 14 11 12 18 17 7 3 17 3 7 5 13 1 13 5 4 32 Number of Passengers→ 49 66 81 95 100 103 97 86 74 82 83 71 69 64 62 53 52 40 36 32 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 18:05 18:07 18:09 18:11 18:13 18:14 18:16 18:17 18:18 18:20 18:22 18:24 18:26 18:28 18:30 18:31 18:33 18:36 18:38 18:39 18:41 18:42 Boarding 13 4 3 2 2 4 1 1 5 8 2 2 4 2 10 3 2 1 1 Volume Alightihg 1 1 1 1 3 4 2 10 4 9 1 3 3 5 1 4 8 Number of Passengers→ 13 17 19 21 23 26 26 26 28 32 32 24 24 15 14 13 20 18 17 19 16 9 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 18:43 18:47 18:49 18:52 18:53 18:56 18:57 19:00 19:02 19:04 19:06 19:08 19:09 19:11 19:13 19:15 19:17 19:18 19:21 19:23 19:24 Boarding 8 8 5 9 11 6 1 3 2 8 1 2 3 8 1 1 Volume Alightihg 5 3 6 3 1 2 8 3 4 1 5 1 2 3 5 2 7 2 23 on vehicle 12 17 16 25 33 38 36 29 26 25 26 29 29 29 29 32 31 24 23 23 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 19:43 19:45 19:47 19:50 19:52 19:54 19:56 19:58 19:59 20:01 20:03 20:05 20:07 20:08 20:10 20:11 20:13 20:14 20:15 20:16 20:18 20:20 Boarding 21 5 4 12 4 9 11 8 4 26 12 19 7 10 2 1 2 4 2 5 1 Volume Alightihg 2 7 2 3 17 6 20 12 3 7 4 28 19 4 7 17 4 Number of Passengers→ 21 26 30 40 44 46 57 63 64 73 79 78 73 80 75 72 46 31 27 22 10 7 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 20:21 20:13 20:25 20:27 20:29 20:32 20:33 20:36 20:38 20:40 20:43 20:45 20:46 20:48 20:49 20:51 20:53 20:54 20:57 20:58 21:00 Boarding 17 2 3 18 15 6 9 11 7 9 1 7 14 1 6 7 3 5 Volume Alightihg 9 2 7 5 2 5 8 13 6 7 4 1 7 14 3 14 5 1 35 Number of Passengers→ 15 15 18 29 39 45 52 58 57 53 48 48 58 58 57 50 47 36 36 35 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 21:10 21:13 21:15 21:18 21:21 21:23 21:25 21:27 21:28 21:30 21:32 21:34 21:36 21:38 21:39 21:41 21:43 21:45 21:46 21:47 21:48 21:49 Boarding 29 12 5 6 5 11 14 6 12 7 4 17 12 8 2 6 26 9 1 3 3 Volume Alightihg 11 1 11 3 4 2 14 1 10 8 4 5 6 23 28 7 3 12 16 Number of Passengers→ 29 41 46 41 45 45 56 58 68 61 64 71 75 79 76 76 79 60 54 51 42 29 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 21:51 20:13 20:25 20:27 20:29 20:32 20:33 20:36 20:38 20:40 20:43 20:45 20:46 20:48 20:49 20:51 20:53 20:54 20:57 20:58 21:00 Boarding 15 2 3 18 15 6 9 11 7 9 1 7 14 1 6 7 3 5 Volume Alightihg 19 2 7 5 2 5 8 13 6 7 4 1 7 14 3 14 5 1 35 Number of Passengers→ 25 30 38 43 57 51 49 42 29 30 30 21 24 22 19 16 14 8 8 8 0

Tram Station Ilidza Kasindolska Energoinvest Stup Avaz Nedzarici Alipasino Polje RTV Alipasin Most Otoka Cengic Vila Dolac Malta Socijalno Pofalici Univerzitet Muzeji Marijin Dvor Skenderija Posta Drvenija Principov Most Vijecnica Arrival Time → 22:46 22:49 22:50 22:52 22:54 22:56 22:58 23:00 23:01 23:04 23:06 23:07 23:09 23:11 23:13 23:14 23:15 23:17 23:18 23:19 23:20 23:21 Volume Boarding 17 9 3 6 2 4 6 2 2 5 2 5 4 6 1 6 6 6 3 2 1 Alightihg 1 9 4 2 2 6 5 5 3 5 3 2 15 2 1 5 5 Number of Passengers→ 17 26 28 25 27 27 31 31 27 27 24 26 25 28 29 33 39 30 31 30 27 23 Tram Station Bascarsija Katedrala Banka Skenderija Marijin Dvor Muzeji Univerzitet Pofalici Socijalno Dolac Malta Cengic Vila Otoka Alipasin Most RTV Alipasino Polje Nedzarici Avaz Stup Energoinvest Kasindolska Ilidža Arrival Time → 23:22 23:24 23:26 23:28 23:30 23:34 23:34 23:36 23:37 23:40 23:42 23:44 23:45 23:47 23:48 23:50 23:51 23:53 23:55 23:57 23:58 Volume Boarding 19 12 12 16 17 4 5 5 2 6 2 6 1 1 1 3 1 Alightihg 16 6 5 6 7 3 1 1 6 9 7 8 2 3 5 17 5 5 9 15 Number of Passengers→ 26 32 39 49 59 60 64 68 64 61 56 48 52 50 46 30 25 23 15 15 0

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

2） Trolley bus Route No.103

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 5:25 5:28 5:34 Boarding 1 1 0 Volume Alightihg 0 0 2 Number of Passengers in Vehicle → 0 0 0 0 0 0 0 0 0 0 0 1 1 1 2 2 2 2 0 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 5:45 5:46 5:47 5:49 5:51 5:52 5:54 5:56 5:57 5:59 6:01 6:02 6:04 6:05 6:07 6:08 6:10 6:12 6:13 6:15 Boarding 16 6 10 11 3 6 10 5 5 2 2 1 1 1 1 1 0 0 0 0 Volume Alightihg 0 0 0 0 1 4 0 0 0 3 0 11 10 4 0 3 18 4 14 9 Number of Passengers in Vehicle → 16 22 32 43 45 47 57 62 67 66 68 58 49 46 47 45 27 23 9 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 6:27 6:28 6:31 6:35 Jun-36 6:38 6:40 6:42 6:44 6:45 6:47 6:48 6:49 6:51 6:53 6:55 6:56 6:57 Boarding 5 3 1 1 3 4 2 2 3 6 3 0 2 0 0 0 0 0 Volume Alightihg 0 0 1 1 1 0 2 0 1 4 2 2 6 3 2 5 3 2 Number of Passengers in Vehicle → 5 8 8 8 8 8 10 14 14 16 18 20 21 19 15 12 10 5 2 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 7:13 7:15 7:17 7:20 7:22 7:24 7:27 7:30 7:32 7:35 7:37 7:38 7:40 7:42 7:45 7:46 7:50 7:53 7:54 7:56 Boarding 18 11 19 8 6 12 7 11 8 18 7 2 14 5 11 11 2 0 1 0 Volume Alightihg 0 0 0 0 1 6 0 2 3 3 4 8 13 6 8 15 48 18 22 14 Number of Passengers in Vehicle → 18 29 48 56 61 67 74 83 88 103 106 100 101 100 103 99 53 35 14 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 7:58 7:59 8:01 8:03 8:05 8:07 8:09 8:11 8:12 8:14 8:16 8:18 8:19 8:21 8:22 8:26 8:28 8:30 8:31 Boarding 14 3 0 2 4 3 1 2 3 2 2 1 5 2 4 2 0 0 0 Volume Alightihg 0 1 1 0 2 2 3 2 2 5 0 5 4 2 2 2 10 4 3 Number of Passengers in Vehicle → 14 16 15 17 19 20 18 18 19 16 18 14 15 15 17 17 17 7 3 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 8:42 8:43 8:44 8:47 8:49 8:50 8:52 8:54 8:57 8:59 9:01 9:03 9:04 9:06 9:08 9:10 9:13 9:15 9:16 9:19 Boarding 13 5 9 7 2 11 2 7 3 5 1 1 2 6 8 6 1 0 0 0 Volume Alightihg 0 0 0 1 5 3 0 2 1 3 3 0 2 3 5 12 15 9 9 16 Number of Passengers in Vehicle → 13 18 27 33 30 38 40 45 47 49 47 48 48 51 54 48 34 25 16 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 9:25 9:27 9:28 9:30 9:32 9:34 9:36 9:37 9:39 9:40 9:43 9:45 9:46 9:47 9:49 9:51 9:53 9:55 9:57 9:59 Boarding 25 16 5 7 3 4 5 7 1 0 0 2 7 2 7 4 0 0 0 0 Volume Alightihg 0 2 1 4 7 5 0 5 2 8 1 5 5 4 8 5 3 16 5 9 Number of Passengers in Vehicle → 25 39 43 46 42 41 46 48 47 39 38 35 37 35 34 33 30 14 9 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 10:17 10:17 10:20 10:23 10:25 10:27 10:27 10:29 10:31 10:32 10:35 10:36 10:37 10:38 10:41 10:42 10:46 10:47 10:48 10:51 Boarding 9 8 11 7 4 14 1 6 1 3 4 1 3 2 3 4 3 0 1 0 Volume Alightihg 0 0 1 1 3 7 2 2 1 4 6 3 1 6 1 6 7 7 13 14 Number of Passengers in Vehicle → 9 17 27 33 34 41 40 44 44 43 41 39 41 37 39 37 33 26 14 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 10:56 10:58 11:00 11:02 11:04 11:05 11:08 11:09 11:11 11:12 11:15 11:16 11:17 11:19 11:20 11:22 11:23 11:27 11:29 11:30 Boarding 14 8 3 11 4 6 8 5 5 4 1 6 3 2 8 3 0 4 0 0 Volume Alightihg 0 0 3 1 2 2 9 5 0 7 1 2 7 6 4 1 10 9 9 17 Number of Passengers in Vehicle → 14 22 22 32 34 38 37 37 42 39 39 43 39 35 39 41 31 26 17 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 11:44 11:45 11:47 11:49 11:51 11:52 11:54 11:56 11:58 12:01 12:02 12:04 12:05 12:07 12:08 12:10 12:14 12:16 12:16 12:19 Boarding 14 2 11 6 3 5 4 15 0 5 1 2 6 4 10 4 0 0 0 0 Volume Alightihg 0 0 3 0 3 6 1 2 5 1 2 3 4 2 2 3 20 7 9 19 Number of Passengers in Vehicle → 14 16 24 30 30 29 32 45 40 44 43 42 44 46 54 55 35 28 19 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 12:23 12:25 12:27 12:29 12:32 12:33 12:35 12:37 12:39 12:41 12:44 12:46 12:47 12:50 12:51 12:53 12:54 12:56 12:58 12:59 Boarding 11 7 9 12 3 3 12 11 4 6 3 1 4 2 6 2 0 2 0 0 Volume Alightihg 0 0 1 1 4 3 2 3 2 5 6 3 9 7 6 2 11 17 4 12 Number of Passengers in Vehicle → 11 18 26 37 36 36 46 54 56 57 54 52 47 42 42 42 31 16 12 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 13:16 13:16 13:19 13:21 13:23 13:25 13:26 13:28 13:31 13:33 13:34 13:36 13:37 13:38 13:40 13:42 13:45 13:48 13:51 Boarding 9 6 9 5 5 5 3 5 1 1 1 1 2 3 4 3 1 2 0 Volume Alightihg 0 0 1 0 2 8 3 2 1 3 3 1 5 0 5 8 9 4 11 Number of Passengers in Vehicle → 9 15 23 28 31 28 28 31 31 29 27 27 24 27 26 21 13 13 11 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 13:53 13:54 13:56 13:59 14:01 14:03 14:05 14:06 14:08 14:12 14:13 14:15 14:17 14:18 14:19 14.22 14:24 14:25 14:27 14:28 Boarding 11 10 3 10 4 6 4 9 5 0 1 4 0 0 2 4 0 0 0 0 Volume Alightihg 0 0 0 1 1 4 1 3 5 3 3 6 4 6 6 3 6 11 4 6 Number of Passengers in Vehicle → 11 21 24 33 36 38 41 47 47 44 42 40 36 30 26 27 21 10 6 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 14:45 14:46 14:49 14:51 14:53 14:53 14:56 14:58 15:00 15:02 15:04 15:05 15:07 15:08 15:10 15:12 15:15 15:17 15:19 Boarding 7 2 9 5 2 11 2 9 1 5 0 0 2 0 2 0 2 1 0 Volume Alightihg 0 0 0 1 1 5 2 2 4 2 2 1 1 2 6 2 10 2 17 Number of Passengers in Vehicle → 7 9 18 22 23 29 29 36 33 36 34 33 34 32 28 26 18 18 17 0

Page | 20

Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 15:23 15.24 15:26 15.27 15:29 15:31 15:32 15:35 15:36 15:38 15:41 15:43 15:44 15:46 15:47 15.49 15:50 15:52 15:53 15:53 Boarding 9 10 4 8 4 2 7 7 3 3 1 4 2 0 0 0 0 1 0 0 Volume Alightihg 0 0 1 2 1 2 4 3 3 5 2 2 4 11 6 5 1 3 5 5 Number of Passengers in Vehicle → 9 19 22 28 31 31 34 38 38 36 35 37 35 24 18 13 12 10 5 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 16:15 16:15 16:18 16:20 16:21 16:23 16:24 16:26 16:29 16:32 16:33 16:34 16:36 16:37 16:39 16:41 16:44 16:46 16:47 16:51 Boarding 11 3 7 3 8 12 5 6 2 4 1 0 4 1 8 0 4 0 0 0 Volume Alightihg 0 0 0 0 1 3 3 13 5 5 2 5 2 2 2 5 7 5 5 14 Number of Passengers in Vehicle → 11 14 21 24 31 40 42 35 32 31 30 25 27 26 32 27 24 19 14 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 16:51 16:53 16:55 16:57 17:00 17:02 17:03 17:05 17:07 17:08 17:11 17:13 17.13 17:15 17:16 17:18 17:19 17:22 17:24 17:24 Boarding 2 11 10 21 17 4 5 3 2 2 0 0 1 0 1 0 0 0 0 0 Volume Alightihg 0 0 0 3 7 2 7 10 4 6 2 2 4 3 3 8 7 5 3 3 Number of Passengers in Vehicle → 2 13 23 41 51 53 51 44 42 38 36 34 31 28 26 18 11 6 3 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 17:39 17:40 17:42 17:44 17:46 17:47 17:48 17.51 17:52 17:54 17:56 17:57 17:59 18:00 18:02 18:03 18:06 18-Sep 18:09 18:12 Boarding 14 6 3 7 4 7 3 8 0 6 2 4 3 4 7 1 3 0 0 0 Volume Alightihg 0 0 0 1 0 2 3 1 4 9 2 2 3 6 4 3 8 11 3 20 Number of Passengers in Vehicle → 14 20 23 29 33 38 38 45 41 38 38 40 40 38 41 39 34 23 20 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 18:22 18:23 18:25 18:28 18.30 18:32 18:34 18:36 18:38 18:39 18:43 18:45 18:46 18:48 18:49 18:51 18:52 18:54 18:56 18:56 Boarding 18 8 11 14 11 8 4 4 3 3 1 1 1 0 5 0 0 0 0 0 Volume Alightihg 0 0 1 1 2 8 3 4 5 10 3 5 13 5 1 1 3 8 7 12 Number of Passengers in Vehicle → 18 26 36 49 58 58 59 59 57 50 48 44 32 27 31 30 27 19 12 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 19:10 19:11 19:12 19:14 19:16 19:18 19:19 19:21 19:22 19:24 19:26 19:27 19:29 19:31 19:33 19:35 19:39 19:41 19:42 19:44 Boarding 5 4 11 9 2 6 2 2 1 10 6 2 6 5 4 4 0 0 1 0 Volume Alightihg 0 0 0 2 0 2 0 4 0 3 2 2 1 3 5 9 14 1 6 26 Number of Passengers in Vehicle → 5 9 20 27 29 33 35 33 34 41 45 45 50 52 51 46 32 31 26 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 19:55 19:56 19:57 19:59 20:01 20:03 20:05 20:07 20:08 20:10 20:12 20:13 20:14 20:16 20:17 20:19 20:20 20:23 20:25 20:26 Boarding 13 3 8 7 6 5 3 5 3 1 0 0 2 3 8 1 1 4 0 0 Volume Alightihg 0 0 0 4 5 0 4 0 2 6 2 7 2 10 3 0 4 9 7 8 Number of Passengers in Vehicle → 13 16 24 27 28 33 32 37 38 33 31 24 24 17 22 23 20 15 8 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 20:41 20:44 20:46 20:48 20:50 20:51 20:55 20:56 20:58 21:00 21:01 21:04 21:06 21:10 21:11 21:12 21:15 Boarding 1 4 2 2 2 0 1 0 0 4 3 7 1 0 0 1 0 Volume Alightihg 0 0 0 0 0 2 1 3 1 0 6 0 0 4 1 0 10 Number of Passengers in Vehicle → 1 1 5 7 9 11 9 9 9 6 5 5 9 6 13 14 10 9 10 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 21:21 21:22 21:24 21:25 21:28 21:30 21:32 21:33 21:35 21:36 21:40 21:41 21:42 21:44 21:45 21:48 21:51 21:52 21:52 Boarding 11 1 2 12 6 4 1 6 6 3 2 6 0 0 5 0 0 0 0 Volume Alightihg 0 0 0 1 0 1 3 0 2 10 3 4 11 5 7 4 4 6 4 Number of Passengers in Vehicle → 11 12 14 25 31 34 32 38 42 35 34 36 25 20 18 18 14 10 4 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → 22:14 22:14 22:16 22:18 22:22 22:23 22:24 22:26 22:28 22:29 22:33 22:35 22:41 22:43 Boarding 2 4 9 1 3 1 1 0 0 0 0 0 2 0 Volume Alightihg 0 0 0 0 6 7 0 1 4 1 1 1 0 2 Number of Passengers in Vehicle → 2 6 15 16 16 13 7 8 7 3 2 2 2 1 0 0 0 0 2 0

Bus stop Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Arrival Time → 22:48 22:50 22:52 22:54 22:56 22:58 22:59 23.00 23:02 23:03 23:05 23:06 23:07 23:08 23:09 23:11 23:12 23:15 23:17 23:17 Boarding 18 8 2 21 10 1 8 3 0 6 0 0 0 0 4 0 0 0 0 0 Volume Alightihg 0 0 0 1 3 4 1 3 3 5 5 5 6 4 7 4 6 7 6 11 Number of Passengers in Vehicle → 18 26 28 48 55 52 59 59 56 57 52 47 41 37 34 30 24 17 11 0 Bus stop Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Arrival Time → Boarding Volume Alightihg Number of Passengers in Vehicle → 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Trg Austrijski Drvenjia Cobanija Skenderija Kovacici Zagrebacka Grbavica Stadion Grbavica Hrano Aneks A Svrakino selo I A Svrakino selo A Alipasino polje I A Mojmilo A Alipasino polje II A X transferzala A Dobrinja V A Dobrinja skola A Dobrinja trafostanicaDobrinja Boarding 151 88 57 126 72 47 61 66 37 32 14 32 28 11 53 14 3 11 0 0 Volume Alightihg 0 3 8 20 34 34 38 38 32 70 29 50 71 65 59 32 59 104 65 92 Total number of Passengers in Vehicle at each Station 151 236 285 391 429 442 465 493 498 460 445 427 384 330 324 306 250 157 92 0 Dobrinja Dobrinja trafostanica Dobrinja skola B Dobrinja V B X transferzala B Alipasino polje II B Mojmilo B Svrakino selo B Svrakino selo I B Aneks B Hrasno Hrasno II Stadion Grbavica Grbavica Zagrebacka Kovacici Skenderija Cobanija Drvenjia Trg Austrijski Boarding 119 57 112 71 41 94 40 75 23 59 25 14 47 34 65 35 16 0 9 0 Volume Alightihg 0 0 5 6 17 52 23 30 26 43 28 36 42 41 39 66 160 63 87 172 Total number of Passengers in Vehicle at each Station 119 176 283 348 372 414 431 476 473 489 486 464 469 462 488 457 313 250 172 0

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

3） Express Bus Route No.31E

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 6:10 6:12 6:14 6:17 6:19 6:21 6:22 6:26 6:30 6:32 Boarding 1 1 2 1 2 2 0 2 0 0 Volume Alightihg 0 0 0 0 1 0 2 2 1 5 Number of Passengers→ 1 2 2 4 4 4 4 5 5 6 6 8 6 6 6 6 6 6 6 6 5 5 5 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 7:10 7:12 7:14 7:17 7:19 7:20 7:23 7:25 7:28 7:31 7:36 7:38 7:41 7:43 7:45 7:46 7:48 7:50 7:51 7:52 7:54 Boarding 5 8 10 12 3 12 9 1 0 2 2 1 6 4 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 3 1 0 2 0 4 7 4 7 4 13 19 9 2 Number of Passengers→ 5 13 23 35 38 50 59 57 56 58 58 58 59 61 58 54 47 43 30 11 2 0 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 8:09 8:12 8:14 8:16 8:18 8:21 8:24 8:26 8:28 8:29 8:30 8:34 8:37 8:40 Boarding 6 1 0 2 6 1 0 1 0 0 0 1 0 0 Volume Alightihg 0 0 1 1 0 2 2 2 2 3 1 0 2 2 Number of Passengers→ 6 7 6 7 13 13 13 12 12 10 10 9 7 4 3 4 4 4 4 2 0 0 0 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 9:15 9:17 9:19 9:22 9:23 9:25 9:27 9:29 9:31 9:34 9:36 9:38 9:40 9:42 9:15 9:46 9:48 9:49 9:50 9:53 9:54 Boarding 12 5 4 2 6 4 3 2 4 4 3 3 1 0 0 1 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 1 0 1 1 0 3 3 1 11 7 7 12 2 1 4 Number of Passengers→ 12 12 17 21 23 29 33 35 37 40 40 43 46 46 44 43 32 26 19 7 5 4 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 10:16 10:18 10:23 10:27 10:31 10:33 10:34 10:35 10:39 10:44 10:45 10:00 10:51 10:53 Boarding 1 3 1 2 2 1 1 1 0 2 0 0 0 0 Volume Alightihg 0 0 1 0 0 1 0 0 2 2 1 1 2 4 Number of Passengers→ 1 4 4 4 4 4 6 6 8 8 9 10 10 8 8 8 7 7 7 7 6 4 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 11:15 11:17 11:19 11:21 11:22 11:24 11:28 11:30 11:32 11:36 11:40 11:41 11:44 11:46 11:47 11:49 11:51 11:52 11:54 11:56 Boarding 4 5 1 2 5 3 1 3 0 0 1 7 2 0 2 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 0 2 1 0 1 1 3 5 4 5 2 7 5 Number of Passengers→ 4 4 9 10 12 17 20 20 21 24 22 21 21 22 28 29 26 23 19 14 12 5 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 12:15 12:17 12:21 12:23 12:25 12:28 12:29 12:31 12:33 12:35 12:37 12:39 12:40 12:44 12:46 12:47 12:48 12:49 12:51 12:52 12:53 13:53 Boarding 5 4 4 6 6 1 1 0 2 2 2 0 1 0 0 0 0 1 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 1 0 0 3 1 0 1 2 3 2 1 1 7 2 11 Number of Passengers→ 5 9 13 19 25 25 26 27 26 28 30 29 28 29 29 28 26 23 21 21 20 13 11 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 13:15 13:18 13:18 13:21 13:22 13:25 13:28 13:30 13:35 13:38 13:39 13:41 1:43 13:44 13:47 13:50 13:51 13:52 13:54 13:56 Boarding 8 1 2 4 1 2 2 0 2 1 2 4 0 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 1 1 2 0 0 6 2 2 5 2 1 2 4 1 Number of Passengers→ 8 9 11 15 16 16 18 19 18 18 18 18 19 21 19 17 15 10 8 7 5 1 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 14:10 14:12 14:15 14:18 14:20 14:23 14:25 14:27 14:29 14:32 14:33 14:35 14:36 14:40 14:42 14:43 14:45 14:47 14:50 14:51 Boarding 2 3 4 3 7 5 2 1 2 1 1 0 0 1 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 0 0 1 2 1 2 1 3 4 4 4 2 8 Number of Passengers→ 2 5 9 12 19 19 24 26 27 29 29 29 28 27 25 25 22 18 14 14 10 10 8 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 15:12 15:13 15:17 15:20 15:22 15:25 15:27 15:34 15:37 15:39 15:40 15:44 15:46 15:47 15.48 15:49 15:53 Boarding 4 1 2 2 0 4 2 1 3 4 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 1 0 0 1 0 0 3 4 5 2 3 3 1 Number of Passengers→ 4 5 5 7 7 7 9 8 12 14 14 14 14 14 17 21 18 14 9 7 4 1 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 16:10 16:12 16:15 16:19 16:21 16:26 16:28 16:29 16:31 16:33 16:38 16:46 16:48 16:52 16:54 16:55 16:56 16:57 16:59 17:00 17:01 17:02 Boarding 3 7 16 6 10 2 0 6 2 1 2 0 0 1 1 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 1 1 2 3 5 1 2 1 3 4 2 3 5 8 5 6 3 2 Number of Passengers→ 3 10 26 32 41 41 42 40 43 40 40 40 40 39 36 33 32 29 24 16 11 5 2 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 17:17 17:19 17:20 17:22 17:24 17:25 17:27 17:28 17:33 17:36 17:38 17:41 17:43 17:45 17:46 17:49 17:50 17:53 17:55 17:57 17:59 18:00 18:04 Boarding 8 2 7 1 2 3 8 0 2 2 1 3 0 0 5 1 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 1 0 0 3 5 1 1 2 1 4 8 8 6 3 1 1 Number of Passengers→ 8 10 17 18 20 23 31 30 32 34 32 30 29 28 31 31 27 19 11 5 2 1 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 18:15 18:17 18:19 18:21 18:23 18:26 18:28 18:29 18:30 18:32 18:34 18:37 18:39 18:43 18:44 18:46 18:48 18:50 18:51 18:53 18:54 Boarding 1 7 5 8 6 1 2 1 5 1 0 0 0 1 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 2 1 5 2 2 1 0 3 5 3 4 3 2 5 Number of Passengers→ 1 8 13 21 27 27 28 30 29 33 29 27 27 25 24 25 22 22 17 14 10 7 5 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 19:15 19:16 19:17 19:21 19:22 19:28 19:33 19:37 19:39 19:41 19:44 19:46 19:47 19:52 Boarding 6 1 2 2 1 1 1 1 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 1 0 1 1 5 2 1 4 Number of Passengers→ 6 7 9 9 11 12 12 12 13 13 13 13 13 14 13 12 12 7 5 4 4 4 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 20:30 20:33 20:35 20:36 20:38 20:41 20:42 20:45 20:47 20.49 20:51 20:56 20:57 20:58 21:00 21:01 21:03 21:05 21:06 Boarding 3 5 5 2 4 1 5 1 1 2 0 0 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 1 1 2 0 1 2 3 2 4 1 2 4 6 Number of Passengers→ 3 8 13 15 19 19 20 24 24 23 25 25 25 24 24 22 19 17 13 12 10 10 6 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 21:30 21:32 21:39 21:46 21:49 21:55 21:58 Boarding 2 2 2 0 0 0 0 Volume Alightihg 0 0 0 2 1 1 2 Number of Passengers→ 2 2 4 4 4 4 4 6 6 6 6 6 4 4 4 3 3 3 2 2 0 0 0

Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Arrival Time → 22:30 22:32 22:33 2236 22:43 22:44 22:46 22:48 22:49 22:51 22:55 22:56 22:57 22:58 23:01 23:03 23:04 Boarding 4 1 7 7 1 0 1 1 0 0 0 0 0 0 0 0 Volume Alightihg 0 0 0 0 1 1 3 0 1 1 1 2 3 3 2 4 Number of Passengers→ 4 5 12 19 19 19 19 19 19 18 16 17 17 16 15 15 14 12 9 6 6 4 0 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Arrival Time → 23:30 23:31 23:33 23:36 23:40 23:43 23:48 Boarding 0 1 1 1 0 0 0 Volume Alightihg 0 0 0 0 1 1 1 Number of Passengers→ 0 1 1 2 2 2 3 3 3 3 3 3 3 2 1 1 1 1 1 1 0 0 0

Ｔｏｔａｌ Bus stop VIJEĆNICA Katedrala Banka Park Marijin Dvor Muzeji Univerzitet Pofalići Socijalno Dolac Malta Čengić Vila Otoka Alipašin Most RTV Alipašino Polje Nedžarići Vojničko Polje Mojmilo X Transferzala Dobrinja V Dobrinja II Dobrinja III Dobrinja Trafo Dobrinja Boarding 26 32 41 37 39 0 12 12 12 15 8 10 1 1 0 8 1 0 0 1 0 0 0 0 Volume Alightihg 0 0 1 2 1 0 1 5 8 13 9 10 7 11 8 12 15 14 23 18 20 20 21 37 Number of Passengers→ 26 58 98 133 171 171 182 189 193 195 194 194 188 178 170 166 152 138 115 98 78 58 37 0 Bus stop Dobrinja Dobrinja Trafo Dobrinja III Dobrinja II Dobrinja V X Transferzala Vojničko Polje Nedžarići Alipašino Polje RTV Alipašin Most Otoka Čengić Vila Dolac Malta Socijalno Pofalići Muzeji Marijin Dvor Skenderija Posta Drvenija Latinska Vijecnica Boarding 49 14 33 25 12 27 29 8 10 13 1 12 6 13 24 7 0 3 0 0 0 0 0 Volume Alightihg 0 0 0 0 0 0 0 7 2 1 5 12 4 9 21 11 30 38 42 46 24 18 16 Number of Passengers→ 49 63 96 121 133 160 189 190 198 210 206 206 208 212 215 211 181 146 104 58 34 16 0

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

ANNEXURE5 Survey of Congestion Rate at Major Points

1) Univerzitet（2 peaks） Mode:Tram Date:June 24th, 7:00～9:00 Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 3 7:30~7:59 4 2 8:00~8:29 3 8:30~8:59 3

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 10 9 64 17 7 2 C 7:30~7:59 10 7 110 21 16 3 E 3 8:00~8:29 10 7 144 77 21 11 D 8:30~8:59 10 8 186 24 23 3 D

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 1 1 11 1 11 1 B 7:30~7:59 2 4 8:00~8:29 1 1 12 12 12 12 B 8:30~8:59 1 1 21 1 21 1 D

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 4 2 10 0 5 0 B 7:30~7:59 3 1 8 0 8 0 D 5 8:00~8:29 4 4 26 9 7 2 B 8:30~8:59 3 2 24 20 12 10 E

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Data Collection Survey on Public Transportation in Sarajevo Canton, Bosnia and Herzegovina Annexure

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 4 0 7:30~7:59 3 0 6 8:00~8:29 3 0 8:30~8:59 4 0

Total Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 22 12 85 18 7 2 C 7:30~7:59 22 8 118 21 15 3 E Total 8:00~8:29 21 12 182 98 15 8 C 8:30~8:59 21 11 231 45 21 4 D Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

2) Baščaršija Mode：Tram Date:June 28th, 7:00～7:45

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 2 2 10 5 A 1 7:30~7:45 2

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 4 2 7:30~7:45 2

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Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 8 6 84 14 A 3 7:30~7:45 4 5 53 11 A

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 3 2 5 3 A 5 7:30~7:45 2 2 13 7 A

Total Tram Total Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 17 10 99 10 A Total 7:30~7:45 10 7 66 9 A Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

3) Park Mode:Tram、Bus Date:June 28th, 16:00～17:30

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 3 16:30～16:59 1 2 2 13 21 7 11 B 17:00～17:29 3 2 12 16 6 8 B

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 3 16:30～16:59 2 2 17:00～17:30 3

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Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 10 4 53 151 13 38 C 16:30～16:59 3 10 7 45 196 6 28 C 17:00～17:30 9 8 41 149 5 19 B

Tram Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 4 1 6 32 6 32 C 16:30～16:59 5 3 3 11 21 4 7 A 17:00～17:29 0 2 9 19 5 10 B

Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 1 16:30～16:59 20 17:00～17:29 1 1 2 2 B

Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 1 3 31 10 A 16:30～16:59 31E 2 3 32 11 B 17:00～17:29 1 3 12 4 B

Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 1 1 5 5 B 16:30～16:59 200E 0 17:00～17:29 1 1 5 5 A

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Total Tram Total Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 16:00～16:29 20 5 59 183 12 37 C 16:30～16:59 Total 17 12 69 238 6 20 B 17:00～17:29 15 13 62 186 5 14 B

Total Bus Total Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Congestion Trips on Site Time No. (person) (person) (person) (person) Rate (trip) (trip) 16:00～16:29 3 4 36 9 B 16:30～16:59 Total 2 3 32 11 B 17:00～17:29 3 4 17 4 B Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

4) Kovačići（2 peaks） Mode: Trolley Bus、Bus、Minibus Date:June 24th, 7:00～9:00

Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 1 7:30~7:59 1 1 10 5 10 5 C 18 8:00~8:29 1 8:30~8:59 1 1 7 5 7 5 B

Minibus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 0 1 5 0 5 0 C 7:30~7:59 1 59 8:00~8:29 0 1 10 0 10 0 C 8:30~8:59 1

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Minibus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 1 7:30~7:59 0 1 10 2 10 2 C 59A 8:00~8:29 1 8:30~8:59 0 1 2 0 2 0 B

Trolley Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 3 2 5 14 3 7 C 7:30~7:59 3 2 20 8 10 4 D 102 8:00~8:29 2 2 12 8 6 4 C 8:30~8:59 3 2 6 4 3 2 C

Trolley Bus Total Average

Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip)

7:00~7:29 4 3 47 17 16 6 D 7:30~7:59 5 2 25 16 13 8 D 103 8:00~8:29 4 3 14 9 5 3 C 8:30~8:59 5 4 67 40 17 10 D

Trolley Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip)

7:00~7:29 3 1 6 2 6 2 C 7:30~7:59 3 1 8 3 8 3 C 107 8:00~8:29 2 1 8 2 8 2 C 8:30~8:59 3

Total Trolley Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 10 6 58 33 10 6 D 7:30~7:59 11 5 53 27 11 5 D Total 8:00~8:29 8 6 34 19 6 3 C 8:30~8:59 11 6 73 44 12 7 D

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Total Bus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 1 7:30~7:59 1 1 10 5 10 5 C Total 8:00~8:29 1 8:30~8:59 1 1 7 5 7 5 B

Total Minibus Total Average Scheduled Counted Trips Period of Line Alighting Boarding Alighting Boarding Judgement of Trips on Site Time No. (person) (person) (person) (person) Congestion Rate (trip) (trip) 7:00~7:29 1 1 5 0 5 0 C 7:30~7:59 1 1 10 2 10 2 C Total 8:00~8:29 1 1 10 0 10 0 C 8:30~8:59 1 1 2 0 2 0 B Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

5) Ilidža Mode:Bus、Minibus Date:July 2nd, 7:00～9:00

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 3 4 121 30 C 7:30~7:59 3 2 65 33 B G27 8:00~8:29 2 2 64 32 C 8:30~8:59 2 2 58 29 C

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 2 7:30~7:59 2 1 40 40 C G27A 8:00~8:29 1 1 32 32 C 8:30~8:59 0 1 21 21 B

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Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 41 41 C 7:30~7:59 1 G27b 8:00~8:29 0 1 28 28 B 8:30~8:59 0

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 55 55 D 7:30~7:59 1 1 23 23 B G28 8:00~8:29 1 1 24 24 B 8:30~8:59 1

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 7:30~7:59 1 1 43 G30 8:00~8:29 1 8:30~8:59 0 1 28 28 B

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 3 1 20 20 B 7:30~7:59 1 1 42 42 D G32 8:00~8:29 2 8:30~8:59 1 1 32 32 C

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 2 1 58 58 C 7:30~7:59 2 2 49 25 B G33 8:00~8:29 2 1 57 57 D 8:30~8:59 1 1 42 42 C

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Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 7:30~7:59 1 1 46 46 D G38 8:00~8:29 0 1 39 39 C 8:30~8:59 1

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 2 1 21 21 B 7:30~7:59 1 1 42 42 C G43 8:00~8:29 1 1 20 20 B 8:30~8:59 1 1 50 50 C

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 34 34 C 7:30~7:59 0 G46 8:00~8:29 1 1 47 47 C 8:30~8:59 0

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 7:30~7:59 0 G47 8:00~8:29 0 8:30~8:59 0 1 24 24 B

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 37 37 C 7:30~7:59 0 1 45 45 C G49 8:00~8:29 1 8:30~8:59 1 1 44 44 C

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Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 7:30~7:59 0 1 20 20 A G75 8:00~8:29 1 8:30~8:59 0

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 10 10 A 7:30~7:59 0 2 33 17 B C27 8:00~8:29 1 1 29 29 B 8:30~8:59 0 2 21 11 A

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 18 18 B 7:30~7:59 1 1 9 9 A C27A 8:00~8:29 1 1 5 5 A 8:30~8:59 1 1 10 10 A

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 16 16 B 7:30~7:59 1 1 6 6 A C28 8:00~8:29 1 2 50 25 B 8:30~8:59 1

Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 1 7 7 A 7:30~7:59 0 C84 8:00~8:29 0 8:30~8:59 0

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Total Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 20 14 431 31 C 7:30~7:59 15 15 443 30 C Total 8:00~8:29 15 12 370 31 C 8:30~8:59 10 12 330 28 C

Total Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 1 7 7 A 7:30~7:59 0 1 20 20 A Total 8:00~8:29 1 1 25 25 A 8:30~8:59 0 Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

6) Sutjeska Mode:Bus、Minibus Date:July 1st, 7:00～9:00

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 2 1 60 60 D 7:30~7:59 3 2 93 47 C G21 8:00~8:29 2 1 36 36 C 8:30~8:59 2 2 110 55 C

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 7:30~7:59 0 G21B 8:00~8:29 0 1 24 24 B 8:30~8:59 0

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Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 2 101 51 D 7:30~7:59 0 G22 8:00~8:29 1 1 42 42 C 8:30~8:59 1

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 0 7:30~7:59 0 1 30 30 C G29 8:00~8:29 0 8:30~8:59 0

Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 9 9 B 7:30~7:59 0 1 10 10 B G68 8:00~8:29 1 8:30~8:59 0 1 18 18 C

Minibus Total Average

Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 1 10 10 B 7:30~7:59 0 1 13 13 B G69 8:00~8:29 1 8:30~8:59 0 1 15 15 B

Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 2 99 50 D 7:30~7:59 2 1 31 31 C C21 8:00~8:29 2 3 92 31 C 8:30~8:59 2 2 32 16 B

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Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 1 7:30~7:59 0 1 10 10 D C87 8:00~8:29 1 8:30~8:59 0 1 12 12 A

Total Bus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 4 5 260 52 D 7:30~7:59 5 5 164 33 C Total 8:00~8:29 5 6 194 32 C 8:30~8:59 5 5 154 31 C

Total Minibus Total Average Scheduled Trips Counted Trips on Site Alighting Alighting Period of Time Line No. Judgement of Congestion Rate (trip) (trip) (person) (person) 7:00~7:29 3 2 19 10 B 7:30~7:59 0 3 48 16 C Total 8:00~8:29 3 0 0 8:30~8:59 0 3 45 15 B Source: JICA Study Team

Judgement of Congestion Rate Judgement Congestion Rate Indication of Congestion Rate A Approximately 20% Many vacant seats B Approximately 40% Seat full C Approximately 70% Standing passengers can move inside the vehicle D Approximately 100% Many standing passengers E Approximately 125% Movement is difficult

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ANNEXURE6 Fleet of Vehicles in GRAS

1) GRAS Tram Table 6-1: Fleet of GRAS Tram

Traffic Operational/ Out of Year of Maximum Capacity Articulated bus or Total motor How to Buy Vehicle Number Vehicle age Country of Manufacture and Donor Country Type No of doors Mode operational Manufacture Standing Sitting Total not power (kW) *New / Used Operation 510 1973 47 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 511 1973 47 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 566 1973 47 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 512 1973 47 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 514 1975 45 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 516 1977 43 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 517 1977 43 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 518 1977 43 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 519 1977 43 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 520 1979 41 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 521 1979 41 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 522 1979 41 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 523 1979 41 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 524 1983 37 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 525 1983 37 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 526 1983 37 Crech Republic K2_M 110 46 156 2-car 4x40 4 New Operation 527 1983 37 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 528 1996 24 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 529 1996 24 Crech Republic K-2 110 46 156 2-car 4x40 4 New Operation 530 1998 22 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 513 1975 45 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 515 1977 43 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 567 1983 37 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 568 1983 37 Crech Republic K-2 110 46 156 2-car 4x40 4 New Non Operation 605 1977 43 K2 / S3 0 2-car Incomplete Non Operation 512 1979 41 K2 / S2 0 2-car Incomplete Non Operation 513 1983 37 K2 / S2 0 2-car Incomplete Non Operation 514 1983 37 K2 / S2 0 2-car Incomplete Non Operation 606 1983 37 K2 / S2 0 2-car Incomplete Operation 531 1989 31 Crech Republic KT8-D5 145 54 199 3-car 4x45 5 Used Non Operation 569 1989 31 Crech Republic KT8-D5 145 54 199 3-car 4x45 5 Used Operation 532 1989 31 Crech Republic KT8-D5 145 54 199 3-car 4x45 5 Used Operation 533 1989 31 Crech Republic KT8-D5 145 54 199 3-car 4x45 5 Used Operation 534 1989 31 Crech Republic KT8-D5 145 54 199 3-car 4x45 5 Used Tram Non Operation 535 2004 16 Crech Republic Satra 2 110 46 156 3-car 4x68 4 Moderniz. Non Operation 536 2005 15 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Non Operation 537 2006 14 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Non Operation 538 2006 14 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 539 2006 14 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 540 2006 14 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 541 2007 13 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 542 2007 13 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Non Operation 543 2007 13 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 544 2009 11 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Operation 545 2011 9 BiH Satra 2 110 46 156 2-car 4x68 4 Moderniz. Non Operation 546 2005 15 Crech Republic Satra 3 135 56 191 3-car 4x68 5 Moderniz. Operation 547 2005 15 BiH Satra 3 135 56 191 3-car 4x68 5 Moderniz. Operation 548 2009 11 BiH Satra 3 135 56 191 3-car 4x68 5 Moderniz. Operation 549 2015 5 BiH Satra 3 135 56 191 3-car 4x68 5 Moderniz. Operation 550 1962 58 Austria E1 74 39 113 2-car 2x100 4 Used Operation 551 1964 56 Austria E1 74 39 113 2-car 2x100 4 Used Non Operation 552 1962 58 Austria E1 74 39 113 2-car 2x100 4 Used Non Operation 572 1980 40 Austria Notherland 9/10 G 102 51 153 3-car 4x50 5 Used Operation 553 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 554 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 574 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 555 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 556 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 557 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 575 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 558 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 576 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 559 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 560 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 561 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 562 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 563 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 564 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Operation 565 1963 57 Germany, Turkey GT8 155 81 236 3-car 2x150 5 Used Total Average of age 39 Average of Capacity 187

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2) GRAS Trolleybus Table 6-2: Fleet of GRAS Trolleybus Regulation of Regulation Gas Exhaust ------or CNG CNG Diesel Fuel CNG Diesel How to Buy *New / Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used Used not Articulated bus or Articulated Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated bus Articulated Articulated bus Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated Articulated bus Articulated bus bus Articulated Articulated bus Articulated bus Articulated bus (m) Length Low-Floor Bus Low-Floor No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No Not No No No No No No No No No No No No No No Vehicle Body / Doors / Wheelchair-Accessible Bus Wheelchair-Accessible / Doors / Body Vehicle Well Good Good Good Good Good Good Good Good Good Good Good Good Good Good Good Good Not NoNo Good No Good No Good No Good No Good No Good No Good Good No Good No Good No Minimally Engine min min min min min min Well 132 Maximum Capacity Maximum 69 34 103 Good 6969 346969 3469 103 Good 3469 34 103 Good 34 103 Good 34 103 Good 103 Good 103 Good 696969 34 3469 34 103 103 34 103 103 107107107 45 45 45 152 Good 152 Good 152 Good 107 45 152 Good 107 45 152 Good 107 45 152 Good 107 45 152 Good 107 45 152 Good 106 36 142 Good 106 36 142 Good 106 36 142 Good 106 36 142 Good 106 36 142 Good 107106106 45106 36106 36106 152 Good 36106 142 36106 142 36106 142 36 142 36106 142 36 142 142 36 142 142 106 36 142 118 51 169 106 36 142 Good 118 51 169 106 36 142 Good 118 51 169 Average of Capacity Average Standing Sitting Total Country Country of Manufacture and Donor 32 32 Switzerland 33 Switzerland 32 Switzerland 33 Switzerland 33 Switzerland 33 Switzerland 32 Switzerland 33 Switzerland 29 Switzerland 29 Switzerland 28 Switzerland 28 Switzerland 29 Switzerland 33 Germany 34 Germany 34 Germany 34 Germany 34 Germany 34 Germany 34 Germany 33 Switzerland 29 Switzerland 28 Switzerland 29 Switzerland 29 Switzerland 28 Switzerland 29 Switzerland 28 Switzerland 28 Switzerland 28 Switzerland 28 Switzerland 36 Germany 28 Switzerland 34 Germany 33 Germany 33 Germany 34 Germany 33 Germany 28 Switzerland 36 Germany Vehicle age Vehicle Year of Manufacture Average of age Average 636637638 1988 1987 1988 635 1987 634 1987 633 1987 632 1988 631 1987 630 1991 629 1991 628 1992 627 1992 625 1991 613 1987 617619 1986 620621 1986 622 1986 623 1986 1986 1986 639640641 1987 642 1991 643 1992 644 1991 645 1991 646 1992 647 1991 1992 649 1992 1992 648 1992 611 1984 626 1992 612 1986 614615616 1987 1987 618 1986 1987 624 1992 610 1984 Vehicle Number Vehicle operational Operational/ Out of Operational/ Operation Operation Operation Non Operation Non Operation Non Operation Non Operation Non Operation Non Operation Non Operation Non Operation Non Operation Non Operation Operation Non Operation Operation Operation Operation Operation Operation Operation Operation Operation Non Operation Non Operation Non Operation Operation Operation Non Operation Non Operation Non Operation Operation Non Operation Operation Operation Operation Operation Operation Non Operation Non Operation Mode Traffic Total Bus Trolley

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3) GRAS Bus Table 6-3: Fleet of GRAS Bus

Traffic Operational/ Out of Year of Country of Manufacture and Donor Maximum Capacity Engine Vehicle Body / Doors / Wheelchair-Accessible Bu Length Articulated bus or How to Buy CNG Diesel Fuel Regulation of Vehicle Number Vehicle age Mode operational Manufacture Country Standing Sitting Total Well Minimally Not Well Not Low-Floor Bus (m) not *New / Used or CNG Exhaust Gas Operation 231 2004 16 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 232 2004 16 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 233 2004 16 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 234 2004 16 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 235 2004 16 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 236 2002 18 MAN Germany 97 58 155 No Well One level Used CNG CNG Operation 237 2002 18 MAN Germany 111 49 160 Well Well One level Used CNG CNG Operation 238 2002 18 MAN Germany 111 48 159 Well Well One level Used CNG CNG Operation 239 2002 18 MAN Germany 97 58 155 Well Well One level Used CNG CNG Operation 240 2002 18 MAN Germany 97 58 155 Well Well One level Used CNG CNG Operation 241 2006 14 MAN Germany 107 50 157 Well Well One level Used CNG CNG Operation 242 2006 14 MAN Germany 107 50 157 Well Well One level Used CNG CNG Operation 243 2006 14 MAN Germany 107 50 157 Well Well One level Used CNG CNG Operation 244 2006 14 Nooplan Germany 32 45 77 Well Well One level Used CNG CNG Operation 245 2006 14 Nooplan Germany 32 45 77 Well Well One level Used CNG CNG Operation 246 2006 14 Nooplan 32 45 77 Well Well One level Used CNG CNG Operation 247 2006 14 Germany 32 45 77 Minimum Well One level Used CNG CNG Operation 248 2006 14 Nooplan 32 45 77 Well Well One level Used CNG CNG Operation 249 2006 14 MAN Germany 32 32 64 Minimum Well One level Used CNG CNG Operation 250 2006 14 MAN Germany 55 32 87 Well Well One level Used CNG CNG Operation 251 2004 16 Nooplan Germany 35 45 80 No Well One level Used CNG CNG Operation 252 2003 17 MAN Germany 41 44 85 Well Well One level Used CNG CNG Operation 253 2003 17 MAN Germany 41 44 85 Well Well One level Used CNG CNG Non Operation 254 2002 17.5 MAN Germany 33 45 78 No Well One level Used CNG CNG Operation 255 2002 18 MAN Germany 41 44 85 Well Well One level Used CNG CNG Non Operation 256 2002 17.5 MAN Germany 41 44 85 Minimum Well One level Used CNG CNG Operation 257 2001 19 Nooplan Germany 36 46 82 Well Well One level Used CNG CNG Non Operation 258 2001 18.5 Nooplan Germany 36 46 82 No Well One level Used CNG CNG Operation 259 2004 16 MAN Germany 38 44 82 Minimum Well One level Used CNG CNG Operation 260 2004 16 MAN Germany 38 44 82 Well Well One level Used CNG CNG Operation 261 2006 14 Nooplan Germany 32 45 77 Well Well One level Used Diesel EURO4 Non Operation 262 2006 13.5 Nooplan Germany 32 45 77 Minimum Well One level Used Diesel EURO4 Operation 263 2006 14 Nooplan Germany 32 45 77 Well Well One level Used Diesel EURO4 Operation 264 2006 14 Nooplan Germany 32 45 77 Well Well One level Used Diesel EURO4 Operation 265 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Non Operation 266 1997 22.5 Mercedes BENZ Turkey/Donation 68 37 105 Minimum Well One level Used Diesel EURO2 Operation 267 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Minimum Well One level Used Diesel EURO2 Non Operation 268 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Non Operation 269 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 Minimum Well One level Used Diesel EURO2 Non Operation 270 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Operation 271 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 272 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 273 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 274 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 275 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Minimum Well One level Used Diesel EURO2 Operation 276 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Non Operation 277 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Operation 278 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 279 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Non Operation 280 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Non Operation 281 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Non Operation 282 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 Minimum Well One level Used Diesel EURO2 Non Operation 283 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Operation 284 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 285 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 286 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 287 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Non Operation 288 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Operation 289 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Non Operation 290 1997 22.5 Mercedes BENZ Turkey/ 68 37 105 No Well One level Used Diesel EURO2 Non Operation 291 1997 22.5 Donation 68 37 105 No Well One level Used Diesel EURO2 Non Operation 292 1997 22.5 Mercedes BENZ Turkey/ Donation 68 37 105 No Well One level Used Diesel EURO2 Operation 293 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 294 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 295 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 296 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 297 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 298 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 299 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 300 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 301 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 302 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Auto Bus Operation 303 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 304 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 305 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 306 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 307 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 308 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 309 1998 22 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well Used Diesel EURO2 Non Operation 310 2005 14.5 IKARBUS Serbia 120 41 161 No No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 311 2005 14.5 IKARBUS Serbia 120 41 161 No No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 312 2005 14.5 IKARBUS Serbia 120 41 161 No No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 313 2005 14.5 IKARBUS Serbia 120 41 161 No No Articulated bus / One level Articulated bus New Diesel EURO4

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Non Operation 314 2005 14.5 IKARBUS Serbia 120 41 161 No No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 315 2009 10.5 IKARBUS Serbia 111 49 160 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 316 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 317 2009 11 IKARBUS Serbia 111 49 160 Minimum No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 318 2009 10.5 IKARBUS Serbia 111 49 160 Minimum No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 319 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 320 2009 10.5 IKARBUS Serbia 111 49 160 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 321 2009 11 IKARBUS Serbia 111 49 160 Minimum No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 322 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 323 2009 10.5 IKARBUS Serbia 111 49 160 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 324 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 325 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 326 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 327 2009 10.5 IKARBUS 111 49 160 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 328 2009 11 IKARBUS Serbia 111 49 160 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Non Operation 329 2009 10.5 IKARBUS 111 49 160 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 330 2002 18 MAN Germany 51 51 Well No One level New Diesel EURO3 Non Operation 331 2007 12.5 MAN Germany 121 49 170 No No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 332 2007 13 MAN Germany 121 49 170 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 333 2007 13 MAN Germany 121 49 170 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 334 2007 13 MAN Germany 121 49 170 Well No Articulated bus / One level Articulated bus New Diesel EURO4 Operation 335 2002 18 MAN Germany 102 49 151 Minimum Well Articulated bus / One level Articulated bus New Diesel EURO2 Non Operation 336 2002 17.5 Germany 102 49 151 No Well Articulated bus / One level Articulated bus New Diesel EURO3 Operation 337 2001 19 MAN Germany 100 55 155 Well Well Articulated bus / One level Articulated bus New Diesel EURO3 Non Operation 338 1992 27.5 Germany 50 50 No No One level New Diesel EURO1 Non Operation 339 1992 27.5 MAN Germany 50 50 No No One level New Diesel EURO1 Non Operation 340 2007 12.5 MAN Germany 63 35 98 No No One level New Diesel EURO4 Operation 341 2008 12 MAN Germany 63 35 98 Well No One level New Diesel EURO4 Non Operation 342 2008 11.5 MAN Germany 68 35 103 No No One level New Diesel EURO4 Operation 343 2008 12 MAN Germany 68 35 103 Well No One level New Diesel EURO4 Operation 344 2008 12 MAN Germany 68 35 103 Well No One level New Diesel EURO4 Non Operation 345 1990 29.5 Germany 46 46 92 No No One level Used Diesel EURO1 Operation 346 1996 24 Nooplan Germany 50 50 100 Well No Used Diesel EURO2 Operation 347 1996 24 Nooplan Germany 36 36 72 Well No Used Diesel EURO2 Operation 348 1998 22 Nooplan Germany 81 81 162 Well No Two-level bus Used Diesel EURO2 Operation 349 1999 21 Nooplan Germany 81 81 162 Well No Two-level bus Used Diesel EURO2 Operation 350 2002 18 Nooplan Germany 99 51 150 Well Well Articulated bus / One level Used Diesel EURO3 Operation 351 2001 19 Nooplan Germany 99 51 150 Well Well Articulated bus / One level Articulated bus Used Diesel EURO3 Non Operation 352 2001 18.5 Nooplan Germany 99 51 150 Minimum Well Articulated bus / One level Articulated bus Used Diesel EURO3 Operation 353 2002 18 Nooplan Germany 99 51 150 Minimum Well Articulated bus / One level Articulated bus Used Diesel EURO3 Operation 354 2001 19 Mercedes Benz Njemačka 100 54 154 Well Well Articulated bus / One level Articulated bus Used Diesel EURO3 Operation 355 2001 19 Mercedes Benz Germany 100 54 154 Well Well Articulated bus / One level Articulated bus Used Diesel EURO3 Operation 356 2001 19 Mercedes Benz Germany 100 54 154 Well Well Articulated bus / One level Articulated bus Used Diesel EURO3 Non Operation 357 2004 15.5 FAP Serbia 50 50 No No One level New Diesel EURO3 Non Operation 358 2005 14.5 FAP Serbia 51 51 No No One level New Diesel EURO4 Non Operation 359 2005 14.5 FAP Serbia 51 51 No No One level New Diesel EURO4 Operation 360 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 361 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 362 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 363 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 364 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 365 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 366 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 367 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 368 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 369 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 370 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 371 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 372 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 373 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Operation 374 1997 23 Mercedes BENZ Turkey/ Donation 68 37 105 Well Well One level Used Diesel EURO2 Total Average of age 16 Average of Capacity 110

4) GRAS Minibus Table 6-4: Fleet of GRAS Minibus

Traffic Operational/ Out of Year of Country of Manufacture and Donor Maximum Capacity Engine Vehicle Body / Doors / Wheelchair-Accessible Bu Length Articulated bus or How to Buy CNG Diesel Fuel Regulation of Vehicle Number Vehicle age Mode operational Manufacture Country Standing Sitting Total Well Minimally Not Well Not Low-Floor Bus (m) not *New / Used or CNG Exhaust Gas Non Operation 410 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,5 m New Diesel EURO5 Non Operation 411 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Non Operation 412 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Non Operation 413 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Operation 414 2012 8 ISUZU NOVOCITI - Turska 38 17 55 Well Well One level 7,50 m New Diesel EURO5 Operation 415 2012 8 ISUZU NOVOCITI - Turska 38 17 55 Well Well One level 7,50 m New Diesel EURO5 Operation 416 2012 8 ISUZU NOVOCITI - Turska 38 17 55 Minimally Well One level 7,50 m New Diesel EURO5 Non Operation 417 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Non Operation 11 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Non Operation 418 2012 8 ISUZU NOVOCITI - Turska 38 17 55 No Well One level 7,50 m New Diesel EURO5 Operation 419 1996 24 IVECO/Italija - EU 16 16 32 Minimally No 8,50 m New Diesel EURO2 Non Operation 420 1998 22 MAN-Turska/Japan 40 22 62 No No 8,80 m New Diesel EURO2 Operation 421 1998 22 MAN-Turska/Japan 40 22 62 Minimally No 8,80 m New Diesel EURO2 Operation 422 1998 22 MAN-Turska/Japan 40 22 62 Well No 8,80 m New Diesel EURO2 Operation 423 1998 22 MAN-Turska/Japan 40 22 62 Minimally Well 8,80 m New Diesel EURO2 Mini Bus Non Operation 425 1996 24 OTOYOL- Turska 30 20 50 No No 7,00 m New Diesel EURO2 Operation 426 1996 24 OTOYOL- Turska 0 21 21 Minimally No 6,50 m New Diesel EURO2 Operation 427 1996 24 OTOYOL- Turska 0 21 21 Well No 6,50 m New Diesel EURO2 Non Operation 429 2002 18 OTOYOL- Turska 30 20 50 No No 7,00m New Diesel EURO3 Non Operation 90 2005 15 OTOYOL- Turska 30 20 50 No No 7,00m New Diesel EURO4 Operation 430 2005 15 OTOYOL- Turska 30 20 50 Minimally Well 7,00m New Diesel EURO4 Operation 431 2005 15 OTOYOL- Turska 30 20 50 Well Well 7,00m New Diesel EURO4 Operation 432 2005 15 OTOYOL- Turska 30 20 50 min.dobar No 7,00m New Diesel EURO4 Operation 433 2005 15 OTOYOL- Turska 30 20 50 Well No 7,00m New Diesel EURO4 Non Operation 95 2005 15 OTOYOL- Turska 30 20 50 No No 7,00m New Diesel EURO4 Non Operation 434 2005 15 OTOYOL- Turska 30 20 50 Well No 7,00m New Diesel EURO4 Non Operation 97 2005 15 OTOYOL- Turska 30 20 50 No No 7,00m New Diesel EURO4 Non Operation 98 2005 15 OTOYOL- Turska 30 20 50 No No 7,00m New Diesel EURO4 Non Operation 435 2008 12 ISUZU Q31 Tursaka/Općina Hadžići 17 28 45 min.dobar Well 8,40 m Used Diesel EURO4 Operation 436 2006 14 TEMSA-Turska/Turska 0 36 36 Well Well 8,40 m Used Diesel EURO4 Total Average of age 16 Average of Capacity 47

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ANNEXURE7 Holding a Public Transport Seminar and Joint Committee

7.1 Objectives The objectives of the public transport seminar and joint committee in this survey are as follows: ・ To share the Japanese public transportation services and experiences in bus management; and ・ To promote public transport improvement in Sarajevo through sharing the current issues of public transportation among administration, bus operators, and donors. 7.1.1 Public Transport Seminar (1) Outline The outline of the public transport seminar is shown in Table 7-1. Table 7-1: Outline of the Public Transport Seminar Item Contents

Date ・ 26th June 2019 10:00 – 15:00

・ Bus operator from Nishi-Nippon Railroad Co., Ltd in Japan who has a lot of experiences in Presenters bus business rehabilitation and management improvement ・ A member of this survey with “Public Transport Services” position who has an experience in giving a lecture related to bus service improvement in Yangon, Myanmar Participants ・ C/P (Ministry of Traffic Sarajevo Canton, GRAS), Centrotrans, Development Planning Institute of Sarajevo Canton, EBRD, GIZ, municipalities, RAD, other private companies ・ Interim report by the JICA Study Team ・ Sharing of the Japanese public transportation services and experience in bus management ・ Panel discussion Panelists: Agenda 1) Minister of Ministry of Traffic Sarajevo Canton, 2) GIZ, 3) Director of Centrotrans, 4) Development Planning Institute of Sarajevo Canton, 5) Faculty of Transport and Communication and GRAS Discussion Topic: Sustainable and reliable public transport system, Current situation and issues of public transportation in Sarajevo, Top priority for public transportation in the future

Source: JICA Study Team

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(2) Pictures of the Public Transport Seminar The pictures of the public transport seminar are shown in Figure 7-1.

Seminar Hall Presentation by Mr. Kumai

Question and Comment from Participants Panel Discussion Source: JICA Study Team Figure 7-1: Pictures of the Public Transportation Seminar

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(3) Panel Discussion The main topics and contents of the panel discussion are summarized below. 1) Sustainable and reliable public transport system Keyword: Unity of development plan, Transport policy considering bicycle and pedestrian, Urban development, Needs of citizens, Current situation of bus operation The serious problem is that each level of the plan among city, (Development Planning Institute canton, and federation is developed without unity. of Sarajevo Canton): Development of public transport policy considering bicycle and (GIZ）: pedestrian is focused in Sustainable Urban Mobilization Plan supported by GIZ. Reflecting the needs of citizens is important in urban development.

To clarify the current situation of public transport system by bus (Minister of Ministry of operators (Centrotrans and GRAS) at first to develop a public Traffic Sarajevo Canton）: transport policy in Sarajevo.

2) Current situation and issues of public transportation in Sarajevo Keywords: Enhancement of public transportation service, Traffic demand through expressways, Structural reforms of GRAS, Establishment of new organization related to traffic safety It is necessary to recognize that users do not accept illegal route change of (Director of Centrotrans): public transportation, poor services, etc. If we continue to reflect the needs of users such as regular service and high-quality services into the public transport service, the users would certainly pay fares and as a result, the number of users would increase. Both Centrotrans and GRAS should make effors for the improvement of their service and operation.

The improvement of the current situation of GRAS in terms of their service (GRAS）: and operation is not easy. There are many problems in the operation and maintenance of the workers, facilities, and equipment.

Although construction of expressway enhances the traffic accessibility to (Development Planning Sarajevo Canton from the outside in the urban development plan, the Institute of Sarajevo expressway brings many vehicles to Sarajevo Canton and causes traffic Canton）: congestion.

We try to reform the structure of GRAS and solve the labor problems in (Minister of Ministry of about three years. We have no idea to establish a new organization to control Traffic Sarajevo Canton）: public transportation at this time, but we have an idea to establish a traffic safety center which covers public transport safety and risk management from the view of labor protection.

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3) Top priority for public transportation in the future

(GRAS）: Energy saving

(Development Planning Institute of Development of infrastructure such as rehabilitation of old railway Sarajevo Canton）:

(Director of Centrotrans): Traffic information provision system

(GIZ）: Installation of traffic signal

(Minister of Ministry of Public transportation trusted by citizens Traffic Sarajevo Canton）:

7.1.2 Public Transport Joint Committee (1) Outline The outline of the Public Transport Joint Committee is shown in Table 7-2. Table 7-2: Outline of Joint Committee Item Contents

Date ・ 27th June 2019 10:00 – 12:00

・Public transport operators: Centrotrans 4 persons (Urban transport, Technical development, Environmental measures, Procurement) GRAS 4 persons (In charge of trolleybus, Technology, General Director, Advisor) ・Administration: Participants Urban development 3 persons Railway 1 person Road sector 2 persons (Safety control, Parking control) ・Donors: Urban transport development advisor 1 person (Parking) Air pollution inspector 1 person GIZ 3 persons (SUMP, Green City Project, IT) Agenda ・Each organization's role in the public transportation in Sarajevo ・Discussion on public transport in Sarajevo

Source: JICA Study Team

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(2) Pictures of the Public Transport Joint Committee The pictures of the public transport seminar are shown in Figure 7-2.

Public Transport Joint Committee 1 Public Transport Joint Committee 2

Banner of the Seminar Installed at the Venue Topic Visualization in the Joint Committee Source: JICA Study Team Figure 7-2: Pictures of the Public Transport Joint Committee (3) Discussion The main discussion topics and contents in the Joint Committee are summarized below. 1) Discussion Topics a) Necessity of Transport Strategy b) Revision of Fare Policy c) Information Provision to Citizen d) Connection between Urban Traffic and Intercity Railways e) Digitization of Operation Management and Monitoring f) Synergy between Parking Strategy and Public Transport Strategy g) Sustainable Urban Mobility Plan 2) Discussion Contents Keywords: Regular operation on time, Installation of information systems by IT, Information provision to users, Subsidy, Parking and traffic congestion, Connectivity of public transportations, Traffic control by government

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It is difficult to hire employees and maintain the facilities by using only （Centrotrans）： the revenue from fares, but we believe that high-quality services and cleanliness of public transportation would lead citizens to use public transportation. We have to avoid a management system that depends on subsidy. Motorization reduced the number of users of tram and bus. The （GRAS）： development of free parking places caused traffic congestion in Sarajevo. Traffic control such as penalty charges and tow-away by wrecker should be further strengthened in Sarajevo by the government. Subsidy is essential for GRAS to operate and manage public transportation due to the aging equipment. What we discussed and suggested in this committee among the (Development Planning Institute stakeholders might be true issue. It is necessary to discuss about a menu of Sarajevo Canton）: of strategies based on these issues. Park and ride or bus exclusive lane can be discussed.

Regular operation service of GRAS is required to improve public (Minister of Ministry of transport services. In addition, installation of information system which Traffic Sarajevo Canton）: provides the timetable and route map, etc. and the unification of stations are required.

(GIZ): Information provision to users of public transportation utilizing IT is needed. We have to focus on the public transport customer.

(National Railways): We would like to propose the improvement of the connectivity between bus and tram at the Bosnia Railway Central Station. A strong connection with other cities is important for railway traffic.

（RAD）： The current condition of transport infrastructure is not well. The return on investment for construction of underground garage is small.

7.2 Results of Questionnaire Questionnaire including opinion sheet was distributed to the participants of the public transport seminar (approx. 100 persons) and 40 participants answered. The questionnaire items and answers are summarized below. 7.2.1 Participants’ Evaluation on Seminar Contents Most of the participants (77%) answered “Very Easy” and “Easy” regarding the difficulty of the presentation explained in the public transport seminar. Lots of participants (57%) answered “Very Interesting” and “Interesting” regarding their satisfaction on the seminar contents. There are free comments that they are interested in the following topics: ・ Public transportation system and organization in Japan; ・ Vehicle maintenance; ・ Methodology of traffic survey and passenger survey; ・ Setting of ticket price for public transportation; ・ Introduction of e-ticket such as NIMOCA card; ・ Unification of public transportation; and ・ Development of pay parking in front of a station.

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Difficulty of Seminar Contents Satisfaction of Semiar Contents Very Difficult Not interesting 0% (Normal - Not 3% Difficult Interesting) 10% 13% Normal Very 13% Interesting Very Easy 32% Normal Easy 57% 27% 20% Interesting 25%

n = 40 n = 40

Source: JICA Study Team Figure 7-3: Summary of Opinion Sheet for the Public Transportation Seminar 7.2.2 Participants’ Opinion on Public Transportation The participants’ opinions on the improvement points expected for the public transportation in Sarajevo are summarized below. The results reveal that the opinions on the public transportation are almost the same between the JICA Study Team and the participants coming from the organizations concerned with public transport in Sarajevo. (1) Public Transportation Policy ・ Development of the public transportation strategy for Sarajevo Canton, which defines the project priority. ・ Improvement and harmonization of laws and regulations on public transportation in Sarajevo Canton. ・ Integral development of public transport infrastructures through building of cooperative relationship between the administration and operators, smooth coordination between public transport operators. ・ Equality between the private and public sector. ・ Introduction of a restricted traffic area in the city center. (2) Infrastructure and Vehicle Update ・ Purchase of modern vehicles such as low-platform trams and vehicles with little environmental pollution ・ Reconstruction of road and rail infrastructure ・ Introduction of an exclusive lane for public transportation ・ Introduction of new lines in suburbs and satellite cities (3) Public Transportation Service Level ・ Development of regular and accurate public transportation by introducing modern information system for public transport management and passengers, by respecting the timetables, by reducing the frequent stops of bus and Minibus, and by extending bus and Minibus lines. ・ Increase of the number of vehicles during traffic peaks. ・ Introduction of new ticket prices of public transportation based on the travel length (4) Data Collection ・ Establishment of data collection system.

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・ Consciousness enhancement on the importance of data collection to make the right decisions.

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ANNEXURE8 Transport and Parking Policy in Adjoining Countries

8.1 Transport Policies in Adjoining Countries 8.1.1 Cases in Belgrade, Republic of Serbia (1) Current Situation 1) Vehicles and Lines Belgrade is a very wide city that has approximately 1.66 million people and an area of 3,222 km2. The Public Transport of the City Administration of the City of Belgrade is the management entity for the planning/operation of the city’s public transport while GSP Belgrade is the operational entity together with six other operational business companies in Belgrade. GSP Belgrade manages the operations of approximately 1,600 vehicles in total, including buses (495 branch lines: 130 metropolitan routes/suburban lines, midnight buses, Minibuses, etc.), trams (12 branch lines), trolleybuses (7 branch lines), and two metropolitan railways. Thus, approximately 0.25 million people per day are transported. In addition, GSP Belgrade formulates the comprehensive operational plans, including temporary operational plans such as road construction, and determines the operational frequencies, time schedule, and number of drivers. The city has an obligation to provide its citizens with public transport services as stated by related laws/regulations. For this purpose, the bus operators in Belgrade are forced to operate at constant frequency even in routes where travel demand is small. Payment to the operational business companies is determined not by the passenger-transport amount but by the vehicles and distances actually operated in the contract by the companies.

Source: Organization of Public Transportation in Belgrade

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Figure 8-1: Route Map of Public Transportation in the Belgrade City Center 2) Operational System The Organization of Public Transport in Belgrade manages the operations unitarily in the city hall building. About 20 monitors are set up in front of the operational control center, where CCTV cameras set up at approximately 50 locations along the roads show the actual operational situations. Although another 20 personal computer monitors are set up there, there is a total of about four personnel on duty. They can detect the location of each vehicle on a real-time basis; thus, they can identify vehicles with troubles immediately. As for the causes of traffic congestions/accidents, the applicable number corresponding to each accident is reported immediately to the control center from the device mounted in the vehicle by its driver. In case of emergencies, the control center can contact/inform the driver directly without going through the business company. The fare is set on a zone basis, and a flat rate system with free transfers to buses/trams is applied within a certain time unless there is zone crossing as shown in Figure 8-3. A commuter ticket for workers and foreigners costs RSD 4,990 per month at the most depending on the zone, while the cost for the aged, unemployed, and students is RSD 2,490 per month at the most. These commuter tickets are available by accessing a mounted device even only once a month.

Source：Organization of Public Transportation in Belgrade Figure 8-2: Pricelist of Individual Tickets and Commuter Tickets

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Source: Organization of Public Transportation in Belgrade Figure 8-3: Fare Zone Map A non-contact IC card, called BusPlus (Figure 8-4), has been introduced; thus, people can buy and charge the IC cards for RSD 250 at stores near the stops. A registered-type individual card has also been introduced, which is used as a commuter ticket. A non-contact settlement service, called Paypass, provided by MasterCard is likewise available. In addition, people can pay by installing the necessary application to an NFC-responsive smartphone.

Source: JICA Study Team Figure 8-4: Device for IC card and BusPlus Card (2) Issues 1) Inefficient Operational System The vehicles are operated with low occupancy in Belgrade. One-third of the city budget is applied to public transport, which is a high rate in comparison with the advanced European cities, where public transportation is well-developed. (It is said that about 20% of the Strasbourg City budget in France is allocated to public transport.) The arrival of a series of buses and trams was observed in the city center. These cases of arrival are caused by the operational plan per branch line; thus, the time schedules in the control center are required to be adjusted to the original setting. Proper readjustment of operational frequencies and routes suitable to the number of passengers may be needed even in the suburban setting in some cases. 2) Inefficient Fare-Collection System and Ignorance of Employees Involved in Traffic Business As experienced when visiting Belgrade, the Public Transport of the City Administration of the City of Belgrade is not involved in the handling of cards at shops, and the user does not know where BusPlus cards are sold. Not all stores sell it. When this was explained to a bus driver, his recommendation was to board

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the bus without tickets, despite travelers insisting to buy tickets. It is doubtful whether the driver had a sense of duty as an employee engaging in public transport, judging from his recommendation of boarding without the ticket. This means a weak incentive to increase the income from fare, which is an issue. Regarding buses and trams, passengers can board from all doors of the vehicles; thus, it is difficult for drivers to monitor fare collection. Taking the countermeasures against boarding without tickets is difficult, although getting on/off from all doors is seen to reduce boarding/alighting time. Actually, the decreasing rate of fare collection by GSP Belgrade is considered as an issue. (3) Application to Sarajevo 1) Sign and Information Service at Bus Stops Regarding customer service at bus stops in the city center, information is available and adequate since the time schedule, route map, and map of the surrounding area are provided (Figure 8-5). It is possible to provide sign and information service in Sarajevo following the model of Belgrade since the bus stops have sheds and enough space for time schedule and notice in Sarajevo.

Source: JICA Study Team Figure 8-5: Example of Bus Stop in Belgrade 2) Operational Management A remote operational control system that utilizes IT technology is effective in managing operations. In Sarajevo, GPS devices have already been installed in the vehicles. Thus, a bus-approach guide at the bus stop, a bus-approach service through a smartphone’s application, and service improvement will be provided in the future by collecting fundamental data such as the number of passengers, managing operational safety, and providing related information to passengers with the use of CCTV cameras installed in the vehicles. 3) Operation of Electric Bus Since 2016, four electric buses have been operated in a dedicated line. The introduction, operational cost, and issues of the electric buses in Belgrade are referred to those in Sarajevo.

Source: JICA Study Team Figure 8-6: Electric Bus in Belgrade

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8.1.2 Cases in Vienna, Republic of Austria (1) Current Situation Vienna is a tourist city that has approximately 1.88 million people and an area of 415 km2, and visited by about 7 million people a year. In Vienna, there are railways operated by the Austrian federal railway, and U-Bahn (subways), trams and buses operated by Wiener Linien (City Transportation Bureau). Wiener Linien operates five U-Bahn routes, buses (approximately 60 routes including midnight bus), and trams (29 routes), and truck transportation is well developed. The fare is EUR 2.6 if one wants to continue to travel in a certain direction and/or can change buses or trams as many times as desire. In addition, Wiener Linien sells a wide variety of tickets and commuter tickets such as one-day tickets (EUR 5.8) and annual passes (EUR 365) for citizens including students and senior citizens, and travelers. (2) Application to Sarajevo 1) Enhancement of Measures for Tourists (Signs at Bus Stops, Information Service, Various Tickets) There are timetables, route maps, and surrounding maps at the stop, designed to lower the stakes of public transportation for travelers and citizens. There is also a bus stop where electronic paper is used to display the timetable, which is considered effective for updating the latest information. As mentioned above, various types of tickets are sold to meet the needs of travelers. Wiener Linien's website is designed to make it easy to narrow down the tickets from various types of tickets to meet the needs of citizens and travelers, and information can be collected in advance. It is easier for travelers to use public transportation and this helps improve the city image. 2) Mobility Management1 Wiener Linien has been strategically promoting an “emotional campaign” aimed at improving the image of public transport as a means of promoting its use since around 1998. This campaign is an effort to get familiar with public transportation mainly through posters and pamphlets, and to always use red as a brand image. For example, on a poster with an image of a young couple walking in the green, the catchphrase "Love in the air. We care for clean air" is written. This expresses that Wiener Linien is concerned about clean air, and that the use of public transportation brings clean air. In addition, for the image strategy, an old bus and subway vehicle catalog is created for those interested in it. These campaigns employ not only advertising agencies but also internal designers. 3) Operation of Electric Bus2 Since 2012, small electric buses have been introduced to Route Nos. 2A and 3A running in the old city. The vehicle capacity is 46 passengers and the total length is approximately 8m. The vehicle is made by Siemens and 12 units have been introduced. Driving an electric bus in the public eye is useful for fostering a clean image of public transportation.

1 Ayako YANIGUCHI, Satoshi FUJII, “An emotional marketing strategy” toward promotion of public transport: A Case Study of Mobility Management in Wien-city, “Committee of Infrastructure Planning and Management proceedings, 2016

2 Eltis Web site, https://www.eltis.org/discover/case-studies/cleaner-city-electric-buses-vienna-austria

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8.2 Parking Policy in Adjoining Countries 8.2.1 Belgrade City in Serbia (1) Zone System for Parking Maximum time limits for parking and parking fees are set by zones in Belgrade City as well as in Sarajevo. There are 25,000 street parking lots applying the zone system. The parking fee in the zone is charged from 7:00 to 21:00 on weekdays and from 7:00 to 14:00 on Saturday. The parking fee on Sunday is free of charge as well as in Sarajevo. The maximum time limits for parking and fees differ among the following four zones (Zone A, Zone Red, Zone Yellow, Zone Green) as shown in Figure 8-7. Some exclusive parking lots are arranged in the zone and the parking fee is used for special purpose. For example, the parking fee collected from the parking lot near an elementary school is donated to the school for purchasing educational materials. Another parking fee collected from the parking lot in front of an obstetrical and gynecological hospital is used for purchasing medical equipment.

Zone A Maximum time limits: 30 minutes

Zone Red Maximum time limits: 60minutes Parking fee: 56 RSD/h Overtime fee: 100 RSD/30 minutes

Zone Yellow Maximum time limits: 120 minutes Parking fee: 48 RSD/h Overtime fee: 180 RSD/h

Zone Green Maximum time limits: 180 minutes Parking fee: 41 RSD/h Overtime fee: 100 RSD/h

Source: Urban Parking Policy in Europe: A Conceptualization of Past and Possible Future Trends, Mingardo, Van Wee and Rye, 2015 Figure 8-7: Location of Parking Lots in Belgrade City (2) Short Message Service (SMS) Parking Short message service (SMS) parking lot enables users to pay the parking fee through their own mobile phones by sending the license plate number of their own car after selecting the parking lot. The parking fee is charged on their mobile phone or through prepaid card. If the purchased maximum time limit expired, the user would be required to purchase again or to pay the fine of approximately RSD 1,800 (EUR 16) which is valid for 24 hours. Illegally parked vehicle at a prohibited parking area can be towed away since a lot of parking staffs check through portable PC.

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(3) Park and Ride The park and ride system was introduced in public parking lots (292 lots) around the new terminal on Vladimira Popovića Street outside the zone system. The user can use public transportation (tram, bus) near the parking lots after parking the car. The system can be used only by a person who has the BusPlus commuter ticket registered in the parking customer service and who is the owner of the car. The user can park only one car free of charge.

8.2.2 Zagreb City in Croatia (1) Zone System for Parking Maximum time limits for parking and parking fees differ among the following four zones (Zone I, Zone II, Zone III, and Zone IV) as shown in Table 8-1. The parking fee in the zone is charged from 7:00 to 22:00 on weekdays and from 7:00 to 15:00 on Saturday. The parking fee on Sunday is free of charge as well as in Sarajevo. Table 8-1: Parking Fee by Zones in Zagreb City Maximum Time Parking Fee Parking Fee Zone Limit for Parking per Hour per Day

Zone I 2 hours HRK 12/hour HRK 100/day Zone I - 1/2 h 2 hours HRK 6/hour HRK 100/day Zone II 3 hours HRK 5/hour HRK 60/day Zone II.3 3 hours HRK 5/hour HRK 60/day Zone III No time limit HRK 2/hour HRK 20/day Zone IV.1. No time limit HRK 5/hour - Zone IV.2. No time limit HRK 10/hour - Source: Zagreb Parking doo Website (https://www.zagrebparking.hr/)

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Zone I （Red） Maximum time limit: 2 hours Parking fee: HRK 12/hour

Zone II （Yellow） Maximum time limit: 3 hours Parking fee: HRK 5/hour

Zone III （Green） No time limit for parking Parking fee: HRK 2/hour

Source: Zagreb Parking doo Website Figure 8-8: Location of Parking Lots in Zagreb City

(2) Short Message Service (SMS) Parking The system of SMS parking in Zagreb City is the same as in Belgrade City while the fine is different. The fine is the same as the parking fee per day in the zone in Zagreb City. Once the fine is imposed, the registered mobile phone number becomes invalid automatically.

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