World Bank Document - Mumbai Railway Vikas Corporation Ltd ...

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Estimated disbursements (Bank FY/US$m) FY 2010 2011 2012 2013 2014 2015 Annual 3 19 74 130 127 77 Cumulative 3 22 96 226 353 430 Project implementation period: Start January 31, 2010 End: June 15, 2015 Expected effectiveness date: September 15, 2010 Expected closing date: June 15, 2015 Does the project depart from the CAS in content or other significant respects Ref. PAD I.C. Does the project require any exceptions from Bank policies Ref. PAD IV.G. Have these been approved by Bank management Is approval for any policy exception sought from the Board Does the project include any critical risks rated “substantial” or “high” Ref. PAD III.E. Does the project meet the Regional criteria for readiness for implementation Ref. PAD IV.G. [ ]Yes [X ] No [ ]Yes [X] No [ ]Yes [ ] No [ ]Yes [X] No [ ]Yes [X] No [ X ]Yes [ ] No Project development objective Ref. PAD II.C., Technical Annex 3 To improve the passenger carrying capacity, operational efficiency, level of comfort of, and the institutional capacity of entities involved in, the suburban rail system of Mumbai Metropolitan area. Project description Ref. PAD II.D., Technical Annex 4 Component 1: Rolling stock fleet increase with procurement of 864 EMU cars. Component 2: Conversion of electric traction system from 1500V DC to 25kV AC on the Central Railway, with signal and telecom system improvements. Component 3: Maintenance facilities and stabling lines to accommodate the additional trains. Component 4: Capacity Strengthening and Technical assistance. Which safeguard policies are triggered, if any Ref. PAD IV.F., Technical Annex 10 Environmental Assessment (OP/BP 4.01) Involuntary Resettlement (OP/BP 4.12) Significant, non-standard conditions, if any, for: Ref. PAD III.F. Loan/credit effectiveness: The Additional Conditions of Effectiveness consist of the following: the SFA and the MOU with the ICF have been executed. vi
I. STRATEGIC CONTEXT AND RATIONALE A. Country and Sector Issues 1. India is on a high economic growth path. Its urban population has also been increasing, faster than its total population, and urbanization in India is projected to reach 41 percent by 2030. Infrastructure development in most Indian cities is insufficient and is not keeping pace with the increase in travel demand. As a direct consequence, congestion on roads increases travel time as speeds decrease. Meeting the demand is also a challenge for the railways across the country. The Mumbai Metropolitan Region (MMR) is one of the world’s largest cities, with a population of 18 million as per the 2001 census. Within the next 25 years, the MMR is projected to overtake Tokyo to become the largest city in the world, in a country having one of the fastest growing economies. Mumbai, as India’s financial and commercial capital and its most prominent gateway to the country, occupies the top position in terms of its contribution to the all- India GDP. 2. The region faces enormous challenges, one of which is the acute inadequacy of its transport infrastructure. The suburban rail system is the lifeline of Mumbai, carrying more than half of all motorized trips. In 2007-08 an estimated 6.8 million passengers daily (2.5 billion trips annually) travelled on the suburban railway. At peak hour the average frequency for train services was a very reasonable 16 trains per hour. Because of its extensive reach across the metropolitan region and its intensive use by the local population, commuters are subjected to one of the most severe overcrowding conditions in the world, with a density of up to 16 people per square meter in the coaches. In addition to overcrowding in the trains, trespassing on the rail lines is a major cause of accidents, many of them fatal. Death of squatters and trespassers being struck by a train and passengers falling off trains are a daily occurrence, with 10-12 fatalities per day. Furthermore, the rapid pace of urbanization and probable acceleration of car ownership and use in Mumbai present a threat to ambient air quality, already a major health issue in most Indian cities. In Mumbai the main contributor to air pollution is the transport sector, so developing suburban rail use contributes to the efforts being made, in India as well as in other countries, to reduce greenhouse gas (GHG) emissions. The present traffic condition of rail commuters is incompatible with the objectives of Mumbai to become a world-class city with acceptable levels of comfort, convenience, safety and air quality. 3. In early 2000, the Government of Maharashtra state (GOM) and Indian Railways (IR) launched preparation of the first Mumbai Urban Transport Project (MUTP-1) 1 , which has been implemented since 2002 with the World Bank’s help and is still under way. By March 2010, 84 new twelve-car electric multiple units (EMU) trains had been put into service, 51 of which were financed from the Bank loan and 33 were financed internally by IR. (Previously rakes were all of nine cars.) This has reduced crowding in the system from 500 people per coach ppdpk (persons in peak direction at peak) to 450, despite a net increase in passengers. It is expected that once all additional 72 twelve-car rakes financed under that project are in service, crowding will be further reduced to 350 ppdpk, i.e. 30 percent less than the original density --but still twice the rated carrying capacity. 1 The on-going Mumbai Urban Transport Project, usually referred to as MUTP, is referred to in this document as MUTP-1 to distinguish it from the Second Project. 1
Page 1 and 2: Public Disclosure Authorized Docume
Page 3 and 4: INDIA Mumbai Urban Transport Projec
Page 5: INDIA MUMBAI URBAN TRANSPORT PROJEC
Page 9 and 10: C. Higher-Level Objectives to which
Page 11 and 12: will be designed and built for use
Page 13 and 14: consultative approach. It developed
Page 15 and 16: 39. Safeguards Management: An envir
Page 17 and 18: Procurement Social and Environmenta
Page 19 and 20: B. Technical 49. During MUTP-2A it
Page 21 and 22: general in Annex 8. For each contra
Page 23 and 24: likely to have few adverse environm
Page 25 and 26: Annex 1: Country and Sector or Prog
Page 27 and 28: suburban train roundtrips per weekd
Page 29 and 30: Mumbai Rail and Urban Poverty 79. C
Page 31 and 32: “Transportation Study for Mumbai
Page 33 and 34: growing passenger traffic, the Mini
Page 35 and 36: 103. Further capacity will be neede
Page 37 and 38: Annex 2: Major Related Projects Fin
Page 39 and 40: Annex 3: Results Framework and Moni
Page 41 and 42: KM) reports statistics of Railways
Page 43 and 44: and telecom systems to make it comp
Page 45 and 46: 118. 75 percent of people buying ti
Page 47 and 48: completion date of training program
Page 49 and 50: Rolling Stock Fleet Increase Table
Page 51 and 52: Sr. No. 130. The implementation arr
Page 53 and 54: 131. Responsibilities of MRVC (Proj
Page 55 and 56: Annex 6A: Governance and Accountabi
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the Comptroller and Auditor General
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Actions to Strengthen Institutions
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Table 1: Governance and Accountabil
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Annex 6 B: Supervision Strategy Mat
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Annex 7: Financial Management and D
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Financial Reporting S Formats agree
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183. The project will be funded thr
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projected IBRD funds requirement in
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more detailed guidelines pertaining
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Actions for Improving Corporate Gov
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214. In addition to the audits unde
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FM capacity Fill vacancies and trai
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Annex 8: Procurement Arrangements I
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of bidding. These contracts if awar
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NATURE OF POWERS Extension of Contr
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Individuals 247. The services of in
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258. Consulting Services a) List of
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Table 1. Assumed Demand Elasticitie
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operating costs. These were estimat
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273. The sensitivity of these resul
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Figure 1. Financial Projections of
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Table 8. Mumbai Suburban Services -
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Impact of Mumbai Services on IR Fin
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(k) General social features (l) Haz
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participating Railways, it has been
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308. Land Acquisition: There is no
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Annex 12: Documents in the Project
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P086414 2006 Power System Developme
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Nevis 0.00 4.00 0.00 0.00 0.00 4.00
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109
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To Palghar VAITARNA INDIA MUMBAI UR
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