Phased implementation of the proxy means test (PMT) is a crucial strategy for providing allowance to important factors affecting the effectiveness of targeted social assistance in reaching its intended beneficiaries. The program duration of 36 months set during the design of the original project was insufficient to introduce a targeting methodology and targeted social assistance in a country where there was no previous related experience.
A holistic approach, which can lead to overambitious scope and targets, needs to be carefully weighed during the project design stage. This program and its numerous outputs adopted a holistic approach, which might now seem overly ambitious, particularly for the first urban transport undertaking in Ulaanbaatar. A phased approach could have been considered to focus resources on clearly identified priorities and to develop capacity.
Complex and large-scale investment programs demand more rigorous front-end analyses to identify appropriate implementation arrangements and timelines. Drawn-out government approval processes, lack of qualified and experienced consultants, and inadequate high-level support and guidance obstructed the implementation of this investment program. Being a complex and the first-generation bus rapid transit investment in Mongolia, the program required a longer implementation period.
ADB's project integrity review (PIR) enhances project management. The PIR conducted by ADB’s Office of Anticorruption and Integrity in 2016 identified gaps in the internal controls for procurement, disbursement, and asset management of the Jaipur Metro Rail Corporation (JMRC), one of the project executing agencies. A follow-up review in November 2017 reiterated a few recommendations which, after full implementation, helped improve JMRC's performance and project deliveries.
More actions on transit-oriented development (TOD), last-mile connectivity, and improved station design are key to higher ridership. The project did not include TOD or last-mile connectivity in the scope. As a best practice, TOD is included in other ADB-financed metro projects in India to bring the benefits of integrated land use development and potentially higher demand. Ridership is also expected to grow when the supporting initiatives, such as improved feeder bus service and more convenient multimodal transfer facilities, are built and implemented.
Transport demand modeling should be based on reasonable assumptions. The economic and financial viability of urban infrastructure projects is normally determined based on the results of a complex transport demand modeling. Under a proposed scenario, the model’s accuracy regarding the modal share depends greatly on the reasonableness of the adopted assumptions, such as the catchment area and willingness to pay. Overly optimistic assumptions lead to overestimation and may cause operational loss.
Planning for rail projects should consider integrated systems and holistic planning to maximize benefits. The project delivered a section of rail infrastructure on one line but did not achieve the ridership target of the first year. The project’s contribution to Jaipur’s overall transport system can only be realized as the public transport network develops, servicing a broader area and providing attractive transport solutions for more people.
Incorporating nature-based solutions in flood and drought risk management projects, as appropriate, will enhance project outcomes. The project adopted a holistic approach to reducing flood and drought risks by incorporating multiple infrastructure options, such as embankments, roads, drainage channels, navigation, and pumping stations, together with an early warning system. Not relying on just one type of infrastructure added value by delivering better project benefits.
Timely orientation and training of relevant stakeholders on social safeguards will help avoid related difficulties and problems. All entitled households were compensated according to
the updated resettlement plans. However, detailed measurement survey errors and mistakes in
implementing the voluntary land donation resulted in some payments being made after the commencement of construction work. A corrective action plan approved by ADB was subsequently implemented and all payments were completed.
A thorough needs assessment is necessary to align the livelihood restoration training programs to the needs of severely affected households (SAHs) and so increase their uptake of the programs. Only a few SAHs attended the livelihood restoration programs designed to support them. The opportunity cost in terms of farmers’ time was high either because the SAHs were involved in more rewarding economic activities, or the trainings did not respond to their needs.