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India - Grand Trunk Road Improvement Project (Inglês)

Ratings for the Grand Trunk Road Improvement Project for India were as follows: outcomes were moderately unsatisfactory, the risk to development outcome was substantial, Bank performance was moderately unsatisfactory, and Borrower performance was also moderately unsatisfactory. Some lessons learned included: National Highways Authority of India (NHAI) must have at least 50 percent of the land acquired and encumbrance free prior to contract award. It should also consider entering into long term arrangements with state governments at program rather than project. Creation of a strong design review capability within NHAI is critical to stalling the multiple delays which are locked in early on as a result of flawed detailed project reports (DPRs). This in-house capability would allow for DPR proof checks, ensure quality designs from consultants as also concessionaires. It could also help develop design standards for national highways and ensure that the national highways exhibit consistency of design. Guidelines for DPRs specifying minimum time for preparation and use of latest technologies in preparation should be issued. Finally, there is a strong need for NHAI to align its staffing requirements (strength and profile) with the increase in the size of its work program and the shift to public-private partnership (PPP) modality. Understaffing at project implementation units (PIUs), Finance, environmental and social development unit (ESDU) is affecting performance. Second, it should focus on developing a cadre of permanent staff, targeting at least 50 percent of staff strength.


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    India - Grand Trunk Road Improvement Project

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    Environmental and Social Management System;private sector participation in road;Economic Internal Rate of Return;Land Acquisition and Resettlement;economic and financial analysis;road asset management system;Environmental Management Plan;highway design and maintenance;road safety action plan;performance based maintenance contracts;innovative public-private partnership;Risks and Mitigation Measures;national highway network;social and environmental;intermediate outcome;road safety situation;quality at entry;national highway system;reduction in travel;delay in procurement;poor traffic management;road safety audit;international good practice;vehicle operating cost;deficiency in quality;accounting and reporting;procurement of work;operations and maintenance;investments in highway;detailed engineering design;routine road maintenance;road construction industry;rent seeking behavior;movement of animal;assessment of risk;number of road;award of contract;traffic growth rate;Financial Management System;hectares of land;average journey time;readiness for implementation;lack of awareness;cost component;lack of action;dispute resolution mechanism;gross national product;public works department;wild life sanctuary;quality assurance group;resettlement action plan;outputs by components;truck operating cost;Promoting Private Sector;incidence of poverty;poor road condition;roads and highway;national poverty line;net economic benefit;increase in toll;commitment to policy;average daily traffic;road safety issue;resettlement and rehabilitation;poor asset management;management of infrastructure;investments in infrastructure;management infrastructure;project road;institutional strengthening;project delays;road program;road death;contractor performance;capacity constraint;transport constraint;project costing;institution building;stakeholder consultation;construction activities;physical work;international consultant;contract management;satisfactory rating;loan fund;consulting service;primary reason;transport efficiency;highway infrastructure;rural population;indian rupee;commercial basis;safety measure;Consulting services;results framework;civil works;ppp contract;private investment;institutional objectives;fatality rate;social issue;highway widening;site rehabilitation;baseline study;national economy;development study;north-south corridor;efficient management;international norm;specific capacity;environmental issue;transport cost;road transport;inclusive growth;enabling environment;audit observations;sensitivity analysis;organizational policies;constant price;technological improvement;private road;road improvement;small villages;natural habitat;social safeguard;capacity strengthening;Land Ownership;religious structure;stakeholder workshop;claims settlement;public education;mass media;asset inventory;contract period;road pavement;alternative route;efficiency criterion;land clearance;long-distance travel;court system;public security;interagency coordination;price competition;organizational capacity;gender aspect;baseline survey;environmental mitigation;administrative matter;engineering study;industry representatives;indian context;transport operator;skill mix;construction supervision;Programmatic Approach;project finance;recreational facility;risk analysis;highway corridor;government capability;institutional memory;important component;Public Services;highway program;dispute arising;variation order;bureaucratic delay;utility company;state forestry;highway authority;daily life;reform process;construction contractor;construction technology;institutional weakness;environmental health;primary author;external stakeholder;target indicator;public meeting;procurement rule;disbursement profile;informal consultation;concession period;corridor development;regular monitoring;Environmental Assessment;contractual compliance;management capacity;loan approval;road building;arbitration court;state entity;contract packages;term assignments;staff turnover;skilled workforce



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