Document ofThe World Bank

FOR OFFICIAL USE ONLY

Report No: RES14767

RESTRUCTURING PAPER

ON A

PROPOSED PROJECT RESTRUCTURING OF

URBAN TRANSPORT TRANSFORMATION PROJECT

25-Feb-2010

TO THE

UNITED MEXICAN STATES

17-July-2016

Transport and ICT Global PracticeLatin America and the Caribbean Region

1

This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization.

ABBREVIATIONS AND ACRONYMS

BANOBRASBRTCTF

National Bank for Public Works and ServicesBus Rapid TransitClean Technology Fund

EA Environmental Assessment ISR Implementation Status and Results ReportLRTMASTUM&E

Light Rail TransitEnvironmental and Social Management FrameworkMonitoring and Evaluation framework

MTRFONADINPROTRAM

Mid-Term ReviewNational Infrastructure FundFederal Program for Support to Urban Mass Transit

PDO Project Development ObjectivePIMUSSHCPUTTPWBG

Integrated Sustainable Urban Mobility PlansMinistry of Finance and Public CreditMexico Urban Transport Transformation ProjectWorld Bank Group

Regional Vice President: Jorge Familiar CalderonCountry Director:

Senior Global Practice Director: Gerardo M. CorrochanoPierre Guislain

Practice Manager/Manager: Aurelio Menendez Task Team Leader: Felipe Targa Rodriguez

2

MEXICOUrban Transport Transformation Project

CONTENTS

A. SUMMARY Page 5B. PROJECT STATUS Page 6C. PROPOSED CHANGES Page 7ANNEX: RESULTS FRAMEWORK Page 10

3

DATA SHEETMexico

MX Urban Transport Transformation Program (P107159)LATIN AMERICA AND CARIBBEAN

Transport & ICT.

Report No: RES14767.

Basic InformationProject ID: P107159 Lending Instrument: Specific Investment Loan

Regional Vice President: Jorge Familiar Calderon Original EA Category: Full Assessment (A)Country Director: Gerardo M. Corrochano Current EA Category: Full Assessment (A)

Senior Global Practice Director: Pierre Guislain Original Approval Date: 25-Mar-2010

Practice Manager/Manager: Aurelio Menendez Current Closing Date: 30-Jun-2017

Team Leader(s): Felipe Targa Rodriguez.

Borrower: BANOBRAS

Responsible Agency:.

Restructuring TypeForm Type: Full Restructuring Paper Decision Authority: Country Director Approval

Restructuring Level:

Level 2

.

Financing ( as of 22-Dec-2015 )Key Dates

Project Ln/Cr/TF Status Approval Date Signing Date Effectiveness

DateOriginal Closing Date

Revised Closing Date

P107159 IBRD-78830 Effective 25-Mar-2010 21-Jul-2010 15-Dec-2010 30-Jun-2017 30-Jun-2017

P107159 TF-96291 Effective 25-Mar-2010 21-Jul-2010 15-Dec-2010 30-Jun-2017 30-Jun-2017

Disbursements (in Millions)

Project Ln/Cr/TF Status Currency Original Revised Can-celled

Dis-bursed

Undis-bursed

% Dis-bursed

P107159 IBRD-78830 Effective USD 150.00 150.00 0.00 26.21 123.79 17

P107159 TF-96291 Effective USD 200.00 200.00 0.00 36.21 163.79 18.

4

Policy WaiversDoes the project depart from the CAS/CPF in content or in other significant respects? Yes [ ] No [ X ]

Does the project require any policy waiver(s)? Yes [ ] No [ X ].

A. Summary of Proposed ChangesThe changes seek to adapt the project to the client’s needs and ensure more efficient implementation and supervision in the context of demand-driven subprojects and private-sector participation. The restructuring changes address issues related to the monitoring and evaluation (M&E) framework and other implementation arrangements. None of these changes requires an amendment to the project’s legal agreements. As requested by the Borrower in its letter DPAC/170000/125/2015, the proposed changes aim to: (i) adjust the M&E framework, particularly definitions of indicators, targets and reporting mechanisms; (ii) clarify the safeguards supervision mechanism in the M&E framework; (iii) reallocate funds among disbursement categories and adjust the component’s definition; (iv) improve the mechanism to evaluate the acceptability of private-sector commercial procurement practices for transit buses; (v) adapt the eligibility criteria of subprojects for better coordination with the Federal Program for Support to Urban Mass Transit (Programa Federal de Apoyo al Transporte Urbano Masivo, PROTRAM); and (vi) adjust institutional implementation arrangements to improve clarity on the definition of different actors’ roles and responsibilities.

Change in Implementing Agency Yes [ ] No [ X ]

Change in Project Development Objectives Yes [ ] No [ X ]

Change in Results Framework Yes [ X ] No [ ]

Change in Safeguard Policies Triggered Yes [ ] No [ X ]

Change in EA Category Yes [ ] No [ X ]

Other Changes to Safeguards Yes [ ] No [ X ]

Change in Legal Covenants Yes [ ] No [ X ]

Change in Loan Closing Date(s) Yes [ ] No [ X ]

Cancellations Proposed Yes [ ] No [ X ]

Change in Financing Plan Yes [ ] No [ X ]

Change in Disbursement Arrangements Yes [ ] No [ X ]

Reallocation among Disbursement Categories Yes [ X ] No [ ]

Change in Disbursement Estimates Yes [ X ] No [ ]

Change in Components and Cost Yes [ X ] No [ ]

Change in Institutional Arrangements Yes [ X ] No [ ]

Change in Financial Management Yes [ ] No [ X ]

Change in Procurement Yes [ X ] No [ ]

Change in Implementation Schedule Yes [ ] No [ X ]

Other Change(s) Yes [ ] No [ X ]

Appraisal Summary Change in Economic and Financial Analysis Yes [ ] No [ X ]

Appraisal Summary Change in Technical Analysis Yes [ ] No [ X ]

Appraisal Summary Change in Social Analysis Yes [ ] No [ X ]

5

Appraisal Summary Change in Environmental Analysis Yes [ ] No [ X ]

Appraisal Summary Change in Risk Assessment Yes [ ] No [ X ].

B. Project StatusProgress toward achieving the PDO and Implementation Progress (IP) are rated as Moderately Unsatisfactory (MU) according to the latest Implementation Status and Results Report (ISR) dated December 17, 2015. After more than five years of implementation, low disbursements continue to be the project’s most critical challenge. As of May 2016, the disbursement rate stands at 17 percent for the IBRD loan and 18 percent for the Clean Technology Fund (CTF) loan. The IP rate was downgraded to MU in June 2013 due to the slow development of the Mexico Urban Transport Transformation Project (UTTP) subproject portfolio.

Of the undisbursed balance of USD 287.6 million (IBRD–CTF: USD 123.4 million/USD 163.8 million), about 43 percent is already committed by the client (BANOBRAS) for two subprojects: (i) a USD 54 million sub-loan (first disbursement scheduled for June–July 2016) to the State of Jalisco for the procurement of 12 new trains for Guadalajara’s Light Rail Transit (LRT) Line 1; and (ii) a USD 70 million sub-loan to Mexico City for a Bus Rapid Transit (BRT) corridor (extension of Metrobus Line 5); the legal agreement for this sub-loan is pending formalization.

An additional 36 percent of the undisbursed balance is likely to be committed in the near term. BANOBRAS has received letters of intent from potential eligible beneficiaries requesting UTTP financing for three more subprojects.

Various factors explain the current IP rating. Debt limits in many Mexican states have inhibited fiscal space, and states and municipalities usually have access to other federal grant programs or funds (e.g., the Metropolitan Fund [Fondo Metropolitano]) to cover the subproject’s local counterpart financing, thus reducing the possibility or incentive to request UTTP (IBRD–CTF) sub-loans. Moreover, performance and internal coordination in BANOBRAS did not work in favor of promoting the project and the use of IBRD–CTF funds with potential eligible beneficiaries. Managing a potential UTTP subproject requires close coordination among different departments of BANOBRAS, including: (a) PROTRAM, housed in BANOBRAS but officially part of the National Infrastructure Fund (Fondo Nacional de Infraestructura, FONADIN) under the Ministry of Finance and Public Credit (Secretaría de Hacienda y Crédito Público, SHCP), and the main official counterpart for most of the project’s potentially eligible beneficiaries; (b) Project Department (Area de Proyectos), the official counterpart for eligible private-sector beneficiaries (i.e., infrastructure or transit-operator concessionaires); (c) Business and Technical Assistance Department (Area de Negocios y Asistencia Técnica), the official counterpart for eligible public-sector beneficiaries, and in charge of all procurement processes; and (d) Planning Department (Area de Planeación), the Bank’s official counterpart for project supervision. The Mid-Term Review (MTR) conducted in October 2014 confirmed the need to improve the internal coordination and flow of information among BANOBRAS departments, as well as with PROTRAM, the World Bank and potentially eligible beneficiaries. Since the MTR, Bank and BANOBRAS teams have implemented better coordination protocols to improve the project’s overall implementation, supervision and monitoring capacity. These changes will be reflected in a revised Operational Manual to be approved after the project restructuring.

Despite unsatisfactory performance in IP, PROTRAM’s portfolio implementation is accelerating, and UTTP (IBRD–CTF) resources to potentially be committed by BANOBRAS and eligible beneficiaries before the project’s closing date may exceed the project’s current undisbursed balance. The Bank team is conducting very active project supervision, and is working closely with BANOBRAS and PROTRAM teams to assess additional potential UTTP subprojects. This strategy and the implementation arrangement issues addressed in the proposed restructuring will likely return IP performance to a Moderately Satisfactory (MS) rating.

Investments under the project have complied with safeguard requirements, and there are no overdue audit

6

reports..

C. Proposed Changes.

Development Objectives/ResultsProject Development Objectives

Original PDOThe objective of the project is to contribute to the transformation of urban transport in Mexican cities toward a lower-carbon growth path.

Change in Project's Development Objectives

Change in Results Framework

Explanation:

The proposed changes to the results framework do not require any change to the PDO. The proposed restructuring adjusts the definition of indicators and targets, and removes several intermediate indicators related to unfunded disbursement categories. In particular, the main changes are: (i) reduction in the overall CO2 emission savings target from 1.96 to 0.34 million tCO2/year; (ii) reduction in the Integrated Mass Transit Corridor Equivalent target from 18 to 9.3; (iii) reduction in the investment leverage target from USD 2.3 billion to USD 585 million; (iv) reduction of transport plans with integration of climate change mitigation; (v) adjustment of the intermediate indicator definition for travel time; (vi) reduction in the intermediate indicator target for modal shift; (vii) removal of the intermediate indicator for scrapping programs; and (viii) removal of the intermediate indicator for low-carbon technologies. These changes will be reflected in the revised Operational Manual.

According to the original project’s design, a PROTRAM project (i.e., not financed by IBRD–CTF) could eventually count toward the results framework. However, upon the project restructuring, the definition of all indicators and targets in the project’s results framework is adjusted for UTTP-supported subprojects which are partially or fully financed with IBRD–CTF proceeds, pursuant to the UTTP loan agreements. The measurement of these indicators will include all UTTP-supported subprojects in operation and under implementation by the project’s closing date.

(i) CO2 emission-savings indicator. The downward adjustment of the target for CO2 emission savings from 1.96 to 0.34 million tCO2/year derives from addressing model adjustments and overrated assumptions made in the original Project Appraisal-Stage Model of emission savings, and a slower-than-expected implementation of the PROTRAM and UTTP subproject portfolio. The original emission-savings model was refined as part of the MTR. Based on the model adjustments and the slower-than-expected implementation of project portfolio, the target for CO 2

emission savings had been adjusted before from 1.96 to 0.7 million tCO2/year after the MTR in the ISR of March 2015 (reflected in the results framework), acknowledging the target would be officially changed in the project restructuring. The newly developed “Project Implementation-Stage Model” is based on the ASIF Framework (Activity, mode Share, Intensity, and Fuel mix) and is tailor-made to the project’s components. A detailed description of the main sources of emission reduction for the model and the revised assumptions is provided in the annex of this restructuring paper.

The project design was overoptimistic on project-cycle length. The MTR showed that for the average project in PROTRAM’s portfolio, it takes almost five years from identification to the startup of operations. The current pipeline shows that after the average five-year learning curve of PROTRAM and UTTP projects from preparation and implementation, the majority of the projects would be implemented and begin operations within the next three to four years.

7

Cost effectiveness. The cost effectiveness is USD 26.1 per tCO2 for CTF financing (considering the CTF total of USD 200 million) and USD 76.3 per tCO2 (considering the total investment of USD 585 million for UTTP subprojects, in operation and under implementation, by June 2017).

(ii) Integrated mass-transit corridor equivalent indicator. The reduction of the target from 18 to 9.3 equivalent corridors reflects the slow implementation of the UTTP subproject portfolio, due to the actual average project-cycle length in the PROTRAM portfolio.

(iii) Investment-leverage indicator. The reduction of the target of investment leverage on UTTP subprojects from USD 2.3 billion to USD 585 million reflects the subproject portfolio’s slow implementation progress. In this case, the reduction also reflects the effect of the definition of this indicator for UTTP subprojects implemented with IBRD–CTF financing and the effect of the US dollar appreciation versus the Mexican peso.

(iv) Integration of climate change mitigation in transport plans. The reduction of number cities with adopted Integrated Sustainable Urban Mobility Plans (PIMUS), policies or strategies aimed to mitigate climate change through actions in the sector, from eight to five.

(v) Travel-time indicator. An improved definition of the travel-time indicator consists percentage reduction in perceived total travel time. Recent experience in the operation of Mexico’s mass-transit systems suggests that a five-percent is a realistic assumption. This definition makes it comparable among subprojects, and it is more aligned with the PDO. The original target (i.e., nine minutes of travel-time savings for users in the corridor) is relative to the characteristics of the city and the transport system. Moreover, total travel time is more important for users than travel time in the corridor because it includes access and waiting time in the system. Travel-time savings measures will be available for cities conducting annual user or mobility surveys.

(vi) Modal-shift indicator. Recent experience in the operation of Mexico’s mass-transit systems suggests that a five-percent modal shift—from private motorization modes to public transit—is a more realistic assumption than the original 10 percent target, according to survey data currently available. Modal shift will also be available for cities conducting annual user or mobility surveys.

(vii) Scrapping-programs indicator. This intermediate indicator has been removed because the client is not planning to finance bus-scrapping programs due to lack of demand for this activity.

(viii) Low-carbon-technologies indicator. This intermediate indicator has been also removed because more efficient urban-transport systems, rather than bus technologies, are the best instruments to achieve CO2 emission savings and a better proxy for the PDO. Modal shift, from private car users to faster, safer and more comfortable transit services, is responsible for more than 70 percent of emission savings in the emission-model structure. More efficient bus operations, with fewer vehicles serving the transit demand, account for most of the remaining CO2 emission savings.

.

FinancingReallocations

Explanation:

The restructuring involves a reallocation of resources among existing expenditure categories, reflecting current expectations of the Borrower’s demand for these components. This reallocation does not require a modification of the project’s expenditure categories. Because of the project’s demand-driven nature, these allocations are likely to be revised again during the life of the project.

In both loans, proceeds from the “capacity building” category are reallocated to the “rolling stock” category. BANOBRAS confirmed that technical-assistance and capacity-building activities will be executed with counterpart funds and with the support of federal funds and programs. The reason to reallocate funds to the “rolling stock” category is an increased demand from beneficiaries for the

8

acquisition of transit rolling stock.

In the same context of providing more funding availability for transit rolling stock, for the IBRD loan USD 10 million are reallocated from the “mass-transit corridors and ancillary investments” category to the “rolling stock” category. Similarly, for the CTF loan USD 13 million are reallocated from the “scrapping of buses” category to the “rolling stock” category. This reallocation reflects BANOBRAS’s potential demand for UTTP financing in the current subproject pipeline.

Ln/Cr/TF Currency Current Category of Expenditure Allocation Disbursement % (Type

Total)

Current Proposed Current Proposed

IBRD-78830 USD CS SERVICES & TRN–PT. 1 5,000,000.00 0.00 100.00 100.00

GO, CW, CS SERVICES–PT. 2-A 110,000,000.00 100,000,000.00 100.00 100.00

GO, CW, CS SERVICES–PT. 2-B 35,000,000.00 50,000,000.00 100.00 100.00

Designated Account 0.00 0.00 0.00 0.00

Designated Account 0.00 0.00 0.00 0.00

Total: 150,000,000.00 150,000,000.00

TF-96291 USD CS SERVICES & TRN–PT. 1 5,000,000.00 0.00 100.00 100.00

GO, CW, CS SERVICES–PT. 2 A 106,000,000.00 106,000,000.00 100.00 100.00

GO, CW, CS SERVICES–PT. 2-B(A) 76,000,000.00 94,000,000.00 100.00 100.00

GO, CW, CS SERVICES–PT. 2-B(B) 13,000,000.00 0.00 100.00 100.00

Designated Account 0.00 0.00 0.00 0.00

Total: 200,000,000.00 200,000,000.00

Disbursement Estimates

Change in Disbursement Estimates

Explanation:The revised disbursement estimates correspond to the project’s current pipeline. These subprojects and amounts are subject to change given the project’s demand-driven nature.

In order to match the ISR format, the amounts below correspond to IBRD disbursements (they do not include CTF disbursements). Disbursement amounts from FY12 to FY16 are actuals. Disbursement amounts for FY17 and FY18 correspond to the estimates provided by BANOBRAS, which correspond to the project’s current pipeline. Because the amount reflects disbursement as of Q3 of each FY, the amount indicated in 2018 corresponds to the expected disbursement in FY17 Q4.

Fiscal Year Current (USD) Proposed (USD)

2010 0.00 0.00

9

2011 0.00 0.00

2012 7,001,270.42 7,001,270.42

2013 4,650,966.16 4,650,966.16

2014 0.00 0.00

2015 10,637,550.83 10,637,550.83

2016 43,846,456.90 3,920,212.59

2017 73,909,118.12 71,260,000.00

2018 12,622,614.93 28,460,000.00

Total 152,667,977.36 125,930,000.00.

ComponentsChange to Components and Cost

Explanation:As explained above (change in disbursement estimates), capacity-building activities will be executed with counterpart funds and with the support of federal funds and programs.

This change does not require a modification of the components (parts) of the project, but only of the estimated cost.

Current Component Name

Proposed Component Name

Current Cost (US$M)

Proposed Cost (US$M) Action

Capacity Building: Provision of TA and Training to Eligible Beneficiaries in the Participating Entities

10.00 0.00 Revised

Development of Integrated Transit Systems that Reduce CO2

Emissions: (i) mass-transit corridors and ancillary investments; (ii) Low

Development of Integrated Transit Systems that Reduce CO2

Emissions: (i) mass-transit corridors and ancillary investments; (ii) low-carbon rolling-stock technologies and scrapping of displaced buses

340.00 350.00 Revised

Project Management Project Management 0.00 0.00

Total: 350.00 350.00.

Other Change(s)Change in Institutional Arrangements

Explanation:

The proposed changes do not require an amendment to the project’s loan agreements; these changes will be reflected in a revised version of the Operational Manual.

10

The project’s institutional arrangements will be updated with the following objectives: (i) incorporation of the “Protocol for the implementation and monitoring of the Environmental and Social Management Framework (Marco de Salvaguarda Ambiental y Social para el Transporte Urbano, MASTU) for PROTRAM and UTTP subprojects” (the Protocol) to accommodate a new mechanism for indicator reporting and safeguard monitoring; (ii) clarification of the Bank’s role in safeguards supervision of PROTRAM projects that are not financed with the UTTP (IBRD–CTF funds); and (iii) inclusion of a revision of the subproject-cycle definition, including actors and actions, to reflect lessons learned during project implementation, improve project management, and clarify processes for final beneficiaries.

The protocol is a new mechanism to support the UTTP’s potential and current eligible beneficiaries, PROTRAM beneficiaries, and BANOBRAS/PROTRAM teams in order to facilitate obligations of reporting safeguards supervision and implementation indicators. The MTR recognized the importance of monitoring the implementation of safeguards, which must be reported by BANOBRAS to the Bank every six months for UTTP-financed subprojects, as part of the Project Reports defined in the project’s loan agreements. BANOBRAS and the Bank agreed to work on a mechanism to facilitate the monitoring activities. For this purpose, the Bank developed a user-friendly online application that helps identify instances of compliance, supervision and approval of requirements. The application will be hosted and administered by PROTRAM and will be reflected in the revised version of the Operational Manual.

The Bank has provided technical advice to BANOBRAS and potential UTTP eligible beneficiaries for the interpretation of MASTU’s provisions and recommendations during the preparation and design of PROTRAM projects which, based on BANOBRAS’s assessment, are potential candidates to receive UTTP sub-loans (IBRD–CTF financing). This support aims to facilitate the potential eligibility of UTTP subprojects, initially supported by PROTRAM, that later in the project cycle become candidates for UTTP financing. Nevertheless, the restructuring clarifies that the Bank’s legal responsibility for safeguards supervision, and BANOBRAS’s responsibility to the Bank, remain only for those subprojects that are partially or fully financed with sub-loans from BANOBRAS using IBRD–CTF proceeds, pursuant to the UTTP loan agreements. The Bank will continue providing technical advice to the client and potential UTTP eligible beneficiaries on safeguards assessment and supervision support in the interpretation of MASTU’s provisions and recommendations during the preparation and design of PROTRAM-supported projects which are considered potential eligible beneficiaries to receive IBRD–CTF financing, as requested by BANOBRAS. This clarification will be reflected in the revised version of the Operational Manual.

The revision of the subproject cycle comprises a simplification of processes, a clarification of the roles of various actors and of eligibility criteria to avoid duplicated efforts; and formal alignment of the UTTP with PROTRAM and BANOBRAS processes. Detailed processes and clarifications will be reflected in the revised Operational Manual. The main changes to the Operational Manual will include: (i) clear distinction between project and subproject concepts, including associated obligations for different actors; and (ii) removal of processes that are part of PROTRAM and already defined in other documents; these processes are now only mentioned and referenced to avoid contradictions.

Change in Procurement

Explanation:The proposed changes do not require an amendment to the loan agreements. The changes will be reflected in a revised version of the Operational Manual.

The latest amendment to the loan agreements included commercial practices acceptable to the Bank, such as the procurement method for rolling-stock acquisition by private-sector beneficiaries. The scope of the current change adjusts the definition of commercial practices and the framework to assess acceptability to the Bank, and will be reflected in the revised Operational Manual.

The definition of commercial practices for the acquisition of buses by the private sector has been improved to match the sector’s practices, and the process for assessing acceptance of these practices has been defined. The Bank undertook an assessment of common commercial practices for bus acquisition in

11

Mexico, and considered them acceptable and compatible with its procurement principles. Based on this analysis, BANOBRAS has also established a mechanism including a framework to evaluate the acceptability of specific private procurement arrangements for buses. The Bank considered this mechanism acceptable.

In addition, the thresholds for the use of different procurement methods will be updated, in accordance with the Bank’s latest threshold guidelines.

12

Results Framework

Project Name: MX Urban Transport Transformation Progr (P107159) Project

Stage: Restructuring Status: DRAFT

Team Leader(s):

Felipe Targa Rodriguez Requesting Unit: LCC1C Created by: Alejandro Hoyos Guerrero on 08-May-2014

Product Line: IBRD/IDA Responsible

Unit: GTI04 Modified by: Felipe Targa Rodriguez on 15-Jul-2016

Country: Mexico Approval FY: 2010

Region: LATIN AMERICA AND CARIBBEAN

Lending Instrument: Specific Investment Loan

.

Project Development ObjectivesOriginal Project Development Objective:The objective of the Project is to contribute to the transformation of urban transport in Mexican cities toward a lower carbon growth path.

ResultsCore sector indicators are considered: Yes Results reporting level: Project Level.

Project Development Objective IndicatorsStatus Indicator Name Core Unit of Measure Baseline Actual(Current) End TargetRevised Avoided CO2 emissions Number Value 0.00 143232.00 340000.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentAvoided CO2 emissions Number Value 0.00 143232.00 700000.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

13

CommentRevised Integrated mass transit

corridorsNumber Value 0.00 3.00 9.30

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentIntegrated Mass Transit Corridors in operation and daily ridership

Number Value 0.00 4.00 18.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentRevised Investment leverage Amount(USD) Value 0.00 291.00 585.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentInvestment leverage Amount(USD) Value 0.00 1510.00 2344.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

Comment

Intermediate Results Indicators

Status Indicator Name Core Unit of Measure Baseline Actual(Current) End TargetRevised Integration of climate change

mitigation in transport plansNumber Value 0.00 1.00 5.00

Date 25-Feb-2010 25-Jun-2013 30-Jun-2017

CommentIntegration of climate change mitigation in Integrated Transport Plans

Number Value 0.00 12.00 8.00

Date 25-Feb-2010 25-Jun-2013 30-Jun-2017

CommentMarked for Saved travel time Minutes Value 0.00 16.91 9.00

14

Deletion Date 25-Feb-2010 25-Jun-2014 30-Jun-2017

CommentNew Percentage reduction in

perceived total travel timePercentage Value 0.00 0.00 5.00

Date 15-Jul-2016 30-Jun-2017

CommentRevised % of modal shift Percentage Value 0.00 5.00 5.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

Comment% of private vehicle users formerly private vehicle users

Percentage Value 0.00 0.00 10.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentMarked for Deletion

Operating bus scrapping programs

Number Value 0.00 2.00 5.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

CommentMarked for Deletion

Deployment of low carbon vehicle technologies by the private sector

Number Value 0.00 3.00 5.00

Date 25-Feb-2010 05-Mar-2015 30-Jun-2017

Comment.

15