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India - Mumbai Urban Transport Project - 2A (English)

Ratings for the Mumbai Urban Transport Project - 2A for India were as follows: outcomes were moderately satisfactory, risk to development outcome was moderate, Bank performance was moderately satisfactory, and Borrower performance was satisfactory. Some lessons learned included: The Bank should enable and encourage teams to use convening power and the flexibility offered by project restructurings to tackle incremental issues during implementation. given the complexities of large urban transport systems and the inevitable presence of exogenous factors, teams should be conservative in selecting indicators that are strongly attributable to a project intervention. If the realities of implementation prove otherwise, teams should also act to restructure indicators towards measures that provide credible attribution. A key lesson for future urban rail projects is to treat the risk of developing a new rolling stock configuration very differently than the risks associated with procuring rolling stock that follows a design that is already in operation on an urban rail system. Shaping an implementing agency’s capabilities with a view to tackling longer term sustainability challenges can offer an effective first step in an environment that otherwise enables no immediate practical solutions for a major restructuring of institutions.

Details

  • Document Date

    2017/06/27

  • Document Type

    Implementation Completion and Results Report

  • Report Number

    ICR4109

  • Volume No

    1

  • Total Volume(s)

    1

  • Country

    India,

  • Region

    South Asia,

  • Disclosure Date

    2017/07/06

  • Disclosure Status

    Disclosed

  • Doc Name

    India - Mumbai Urban Transport Project - 2A

  • Keywords

    rolling stock;Urban Infrastructure and Service Delivery;suburban rail system;economic and financial analysis;Land Acquisition and Resettlement;ip disbursements archived;information and communication technology;Urban and Rural Development;quality at entry;suburban rail service;suburban rail network;trains per hour;number of passengers;mode of travel;assessment of outcome;land use planning;suburban rail station;operational efficiency;case of failure;improved service delivery;regional rail network;regional transport systems;passenger information system;level of performance;capacity of institutions;political economy considerations;average transit time;urban transport infrastructure;financial management arrangement;frequency of service;Transit Oriented Development;safety of passenger;adverse social impact;long term development;rate of failure;increase in capacity;cost of production;assessment of risk;supply and installation;Environmental Management Plan;outputs by components;quality of supervision;vehicle kilometer;suburban railway;journey time;Capital Investments;axle counter;project intervention;exchange rate;iso 14001;Exchange Rates;power supply;railway capacity;capacity strengthening;passenger comfort;passenger movement;suburban train;inclusive growth;financial planning;project's achievements;baseline indicator;affected households;external factor;safeguard policy;intermediate indicator;Safeguard Policies;beneficiary survey;disbursement arrangement;railway service;accidental death;ticket sale;simulation exercise;Public Transport;urban development;indian rupee;primary source;smaller number;Train Collision;electrical equipment;social value;project's impact;Population Growth;metro rail;external partner;passenger count;ventilation system;gate control;exogenous factor;data quality;conservative approach;government stakeholders;efficient operation;operational indicator;heavy rain;marginal loss;improving performance;investment need;middle class;high frequency;survey respondent;evaluation framework;reinvestment rate;primary author;maintenance equipment;reduction measure;fare revenue;priority program;quality indicators;passenger demand;open system;ongoing work;currency depreciation;railway system;fleet size;procurement contract;urban agglomeration;commercial capital;tax collection;delivery process;duty collection;contract specification;stock exchange;business planning;transition arrangement;operational constraints;environmental practice;railway operation;informal settlement;proportional increase;bus system;motorized trips;stakeholder workshop;ticket system;railway line;research design;international benchmarks;financial situation;government fund;fiscal constraint;increasing costs;suburban traffic;common denominator;train track;long-term planning;survival rate;emission level;counterpart funding;energy conservation;capital program;bus service;targeted subsidy;income increase;governance system;investment program;fund investment;institutional enhancement;infrastructure component;passenger safety;external impacts;urban landscape;international competitiveness;delivering services;project impact;rail corridor;results framework;environmental compliance;dust control;safety measure;alternating current;government effectiveness;tree planting;monsoon rains;energy reduction;transportation objective;inspection facility;project finance;fare evasion;project indicator;train station;indicator value;rural transportation infrastructure;transportation challenge;transport network;supply capacity;total fleet;support measure;prevention work;managerial capacity;train service;social safeguard;

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Citation

India - Mumbai Urban Transport Project - 2A (English). Washington, D.C. : World Bank Group. http://documents.worldbank.org/curated/en/398881499374651383/India-Mumbai-Urban-Transport-Project-2A