Some Indian Infrastructure

Snapshots-

Chhatrapati Shivaji International Airport

Mumbai

The year 2006 witnessed a momentous change

for the airports in India with the privatization
of Mumbais GVK Chhatrapati Shivaji
International Airport (GVK CSIA). In January
2006, GVK led consortium, comprising of Airports
Company South Africa and Bidvest won the bid
to manage and operate GVK CSIA. To accomplish
this task, Mumbai International Airport Pvt. Ltd.
(GVK CSIA) was formed by GVK led consortium
(74%) and Airports Authority of India (26%).

Kolkata's Netaji Subhas Chandra Bose International Airport (around $0.5bn)

Opened in January 2013, the state-of-the-art terminal has been built at a cost of Rs 2,325 crore by a Thai-Indian consortium, Italian-Thai Development Public Co -ITD Cementation.
The new terminal can handle 25 million passengers annually.

Mumbai Metro
The Master Plan includes nine corridors covering a length of 146.5 kms out
of which 32.5 kms is proposed underground and rest is elevated. The total
updated cost of the Mumbai Metro master plan is Rs. 67,618 Cr. @

2012 price level.

Versova-Andheri-Ghatkopar (Metro Line 1): Corridor is 11.40 Km
elevated corridor. [ Opened to public. Total cost: Rs 2,356 crores. Equity:
(Reliance-69%; MMRDA-26%)]
Charkop-Bandra-Mankhurd Corridor (Metro Line-2): The CharkopBandra-Mankhurd Corridor of Mumbai MRTS begins from the Northern
Suburbs of Mumbai at Charkop and stretches up to Mankhurd (via Bandra
and Kurla) in the East. The route length of the Corridor is 31.87 km. This
corridor is planned as elevated for its entire length having 27 Metro Stations
[Total cost: Rs7,660 crores]
Colaba-Bandra-SEEPZ (Metro Line 3): Is 32.50 km long and fully
underground with 27 stations. It connects major CBDs of Nariman point
and Bandra-Kurla Complex, Domestic and International Airport [Total costRs23,136 crores. JAICA loan-Rs13,235 crores. 2020 completion.]

Mumbai Monorail
Chembur Wadala Sant Gadge Maharaj Chowk 20 Km long Monorail corridor is a feeder
service to the other Transit System and to cater
crowded and narrow congested areas [Opened
to public-Feb2014. Total Cost: Rs2,460 crores.]
Monorail is generally provided in crowded regions
where sharp turns are present. (Greater
maneuverability is required)
--Metro is generally provided in regions, where
sharp turns are absent and route is mostly
straightforward. It can carry more passengers than
a monorail system.

Jaipur Metro
Jaipur Metro began commercial service between Chandpole
and Mansarover on 3 June 2015.
The Jaipur Metro Rail system is
India's sixth metro rail systemafter those in Kolkata, Delhi,
Bangalore,GurgaonandMumbai.
(Metros to
come: Hyderabad, Chennai, Kochi....)
Jaipur Metro is the first metro in India to run on Doublestorey elevated road and Metro track.
It is also touted as one of the fastest built metro
systems in India (9.63km in 4 yrs)

FROM PUBLIC TO PRIVATE

OWNERSHIP
IN METROS........

Kolkata Metro was owned fully by the Indian Railways.

Delhi Metro was a 50-50 venture between the Delhi
government and the central government.
Delhi Airport Express Metro has Delhi Metro investing
in the civil construction, while Reliance Infrastructure
invested in coaches, signalling equipment, tracks et
cetera and got the concession to run it.
Mumbai Metro, the Mumbai Metropolitan Region
Development Authority took a 26 per cent stake,
while 74 percent is owned by Reliance Infrastructure
and others.
Gurgaon Rapid Metro: owned by ILFS

Comparative Cost of Metros

Cost in crore

Length in Km

Total Cost Crores per Km

Gurgaon Rapid Metro

Phase 1 1,088 5.1 213
Phase 2* 2,143 6.5 330
Delhi Metro Rail Corporation
Phase 1 10,571 ` 65.0 163
Phase 2 18,894 124.0 152
Phase 3* 35,242 103.0 342
Delhi Airport Express Line 3,869 22.7 170
Mumbai Metro*
Line I (completed) 2,356 11.0 214
Line II 8,250 32.0 258
Bangalore* 11,609 42.3 274
Chennai Metro* 14,600 45.0 324
Kolkata Metro (Line II)* 4,874 14.7 332
Hyderabad Metro* 14,132 72.0 196
*Under construction

Indore Bus Rapid Transport System

(BRTS)
[over Rs 11 crores per km]
Built at a cost of Rs 130 crore, the Indore Bus Rapid Transport System (BRTS)
with swanky air-conditioned buses covers a distance of 11.7 km. The entire
stretch of BRTS in Indore will cover 106 km, connecting all major corridors in
Indore. The other operational BRTS are in Ahmedabad, Delhi, Jaipur,
Vijayawada, Rajkot. BRTS are under construction in Mumbai, Kolkata,
Pimpri-Chinchwad, Pune, Surat Visakapatnam and Bhopal.

J&K Chenab bridge

At a height of 1,053 feet, Indian Railways expects to complete this
highest railway bridge in the world by 2016. The 1.3-km-long archshaped bridge across Chenab river-bed in Reasi district will be on the
railway line connecting Baramulla and Srinagar to Jammu.

The main arch will have a span of 465 mts. across river Chenab which
gives another distinction to this bridge being the longest single span
railway arch bridge in the world.
However, this Katra-Qazigund leg has run into controversy very
recently. Based on a report by E Sreedharan (of Konkan Rly and
Delhi Metro fame), the foundations of the arch are located on
steep slopes on geologically weak rocks dipping towards river
bed on Qazigund end hence unsafe. A High Court on
18May2015 has asked for a change in alignment.

Howrah-Dhanbad double decker

express train
With the introduction of the Howrah-Dhanbad double decker express
train in 2011, India joined the big league of European countries that
runair-conditioned double decker trains. Its average operating
speed is 62 km/hr, with a maximum limit of 110 km/hr (likely to be
scrapped).
Currently, some other double decker air-conditioned express
trains in India: Delhi -Jaipur, Mumbai-Ahmedabad , ChennaiBangalore, Delhi-Lucknow, Mumbai-Goa (not so successful).
Expected to follow soon: IndoreBhopal, PuneMumbai,
KachegudaGuntur, KachegudaTirupati.

Yamuna Expressway: Greater Noida to Agra (>$2bn) [About Rs 8 Crore

per km]
Yamuna Expressway is a 6-lane, 165 km long, controlled-access expressway, connecting Greater Noida with Agra in Uttar
Pradesh. Built at a cost of Rs 12,839 crore, it is India's longest six-laned controlled-access expressway stretch.
Several residential, commercial, industrial and recreational developments have been planned on either sides of the Expressway.

Indias Largest Toll Plaza: DelhiGurgaon

Gadkari (Feb 2015) has decided to jettison 125 toll plazas
in the country to reduce waiting periods (and thereby,
save time and fuel) since the jams cost the country about
2-3 per cent of its GDP. This, consequently, may allow the
government to save aboutRs.88,000 crore.
That said, the government is contemplating:
(i) increasing the road cess on petrol and diesel in order
to compensate for the revenue lost by the forfeiture of
tolling; and,
(ii) levy a 2 per cent surcharge on purchase of new
vehicles.

National Highway :Golden Quadrilateral

5,800Kms ---4/6Lane (>$12bn)

Narendra Modi, Chief Minister ofGujarat, inaugurated a 1

Megawatt(MW) pilot project on 24 April 2012.[1]The project is
situated on the Narmada branch canal inMehsana district. The
project virtually eliminates the requirement to acquire vast tracts

of land and limits evaporation of water from the 750 meter long
Assuming a utilisation of only 10 per cent of Gujarats
canal, tackling two challenges simultaneously by providing energy
existing
canal network of 19,000 Kilometre, it is
and
water security.

estimated that 2,200 MW of solar power generating

capacity can be installed by covering the canals with
solar panels.

An ultra-mega green solar power project

with a capacity of four gigawatts to be
constructed, making it the largest solar
installation in the world, is being set up in
Rajasthan, India.
4GW proposed is about twice the current solar
photovoltaic capacity of India.
The project will be built on 23,000 acres of land
(about 10 km by 10 km)
First phase of 1GW expected to be
commissioned by the end of 2016 (?).
- See more at: http://www.rtcc.org/2013/10/07/ultra-mega-solarpower-project-to-be-constructed-inindia/#sthash.OTtn6Vtk.VjbCwPA1.dpuf

UMPP Tata Mundra Power

4,000MW
(5*800MW, Rs17,000 Crores, commissioned over

first private sector power project in India to be based on the energy efficient supercritical
Feb2012 to March 2013)
technology
the Power Purchase Agreement Tata Power entered into with the utilities was predicated on low
Indonesian coal prices
after September 23, 2011, the Indonesian government policy changed to aligning the export
price with the international price, which has skyrocketed in recent years.
Tata has been lobbying the Indian government to allow the increased costs of imported
coal to be passed through to customers
While the entire equity was denominated in Indian rupees, about 60% of the debt was in dollars.
The sharp rupee depreciation this fiscal [year] has made CGPLs equity base smaller and its
dollar-debt larger, throwing its financial ratios off the track
In April 2015, locals filed envrionmental non-compliance lawsuit
Fishing communities and farmers from India filed suit against the International
Finance Corporation (IFC), the private-lending arm of the World Bank Group, in
federal court in Washington, D.C. The plaintiffs allege that the IFC caused the loss of
their livelihoods, destroyed their lands and water, and created threats to their health
by funding the Tata Mundra plant.Residents claim that warm water discharged by
the Tata plant has driven fish away from the intertidal zone, where the Waghers used
to practice pagadiya, a traditional method of setting up nets and harvesting the fish
at low tide. Returns from boat fishing, which takes place farther from shore, have
also declined.

Sardar Sarovar Dam on

Narmada River
Modi Govt has announced that the dam height will be
raised by 17 meters.

Irrigation: Sardar Sarovar Dam

Kevadiya Colony in Narmada district
Sardar Sarovar, as conceived, was one of the world's largest hydroelectric
and irrigation projects. Some 37,000 hectares of land in Madhya Pradesh,
Gujarat, and Maharashtra were slated to be submerged following the
construction of some 3,000 dams, 75,000 kilometers of canals, and an
electric power generating capacity of 1,450 megawatts of power per
year. Included among the 3,000 dams was the proposed 160-meter-high
Sardar Sarovar Dam.
Sardar Sarovar Narmada Nigam Limited, a state government
undertaking, completed raising the dam up to 121.92 metres in 2006.
Narmada Control Authority (NCA) has been asked to allow installation of
spillway piers, which will take dam to full height of 138.62 metres and 30
steel radial gates over Sardar Sarovar Dam. It is the piers and gates that
will technically make it a dam, without which it can only be called a
causeway. In absence of gates, with the dam overflowing druing
monsoons, water goes wasted even as parched lands of Saurashtra and
north Gujarat reel under drought.

THREE GORGES DAM, CHINA

22,500MW
The Three Gorges Dam is a hydroelectric dam that
spans the Yangtze River by the town of Sandouping,
located in Yiling District, Yichang, Hubei province,
China. The Three Gorges Dam is the world's largest
power station in terms of installed capacity.
The Three Gorges Dam is also the most notorious
dam: record number of people displaced (more than
1.2 million), number of cities and towns flooded (13
cities, 140 towns, 1,350 villages), and length of
reservoir (more than 600 kilometers).

BeijingGuangzhouShenzhen
HongKong
Longest High-Speed Railway in
the World
The Beijing-Guangzhou High-Speed Railway, short for
Jingguang High-Speed Railway,has been in full
operation since December 26, 2012.As an important
north-south rail line ofChina high-speed railway, itruns
fromBeijing WestRailway Stationto
Guangzhou South Railway Stationwith a total length of
2,298 km (1,428 miles). It is the longest high-speed
railway in the world. The speed was designed to be
350 km/h (217 miles/h),but it is down to 300 km/h (186
miles/h) in real operation currently. Thetravel timefrom
Guangzhou to Beijing is shortened to 8 hours via the
high-speed train.

MOVIE TIME OVER. LET US GET

BACK TO WORK.....
THANKS

Gurgaon Rapid Metro

Indias first privately-funded metro project (1)

Rapid MetroRail Gurgaon South Limited, (RMGSL) a special purpose vehicle (SPV) promoted by IL&FS
Rail Limited (IRL) and IL&FS Transportation Networks Limited (ITNL) for executing the Phase II of the
Rapid Metro Project in Gurgaon has successfully arranged debt funds for the Rs 2,143 crore project.
RMGSL had signed the Concession Agreement with Haryana Urban Development Authority (HUDA) in
January this year after wining the extension project through an open tender process.
The project is being implemented on Public Private Partnership basis. A consortium of three banks
led by Canara bank will give RMGSL a loan of Rs 1,500 crore, while the company will invest Rs 643
crore as equity.
Work on the Phase II will start shortly and will connect Sikanderpur to Sector 55-56, a 7-km route
with six stations. On completion of Phase I and II, Rapid Metro network will be a 12 km long system
with 12 stations.
The first phase of the project is likely to commence operations from May this year.
The Rapid Metro would have a network spread of more than 20 kms on completion of all the three
phases. Phase I of the network would connect Delhi Metro Sikanderpur station to Cyber City.
This phase is expected to be operational by May this year and will have a network span of 5.1 km
with six stations. Phase II, known as South Extension, will connect Sikanderpur to Sector 55-56.
Phase III, which is under planning, will provide connectivity to Udyog Vihar and Old Gurgaon.

Gurgaon Rapid Metro

Indias first privately-funded metro project (2)
It might be a ride of less than 15 minutes, cost just Rs 12, stretch over all of 5.1
km and be just a week old, but it is the boldest metro experiment in the country.
If Gurgaon's Rapid Metro, which connects the Delhi Metro with Cyber City, the
suburb's commercial hub, succeeds, it could change the face of urban transport
in the country.

To begin with, it's the only privately-funded public metro anywhere in the world.
The project was initially conceived as a collaborative venture between real estate
developer DLF and Infrastructure Leasing & Financial Services, or IL&FS. But DLF,
facing financial problems, pulled out and IL&FS became the sole owner.
The venture thus does not have any investment by the central government,
Haryana or any other public sector undertaking. It has raised the entire money
for building and operating the project on its own balance sheet, without any
guarantee or viability-gap funding from the government. And it did not even get
the 20 acres of land which it needed for the project at any concessional rate from
the state.(PRIVATE LINES)

Gurgaon Rapid Metro

Indias first privately-funded metro project (3)
In contrast, the Kolkata Metro was owned fully by the Indian Railways. The Delhi
Metro was a 50-50 venture between the Delhi government and the central
government. In the first phase of the Mumbai Metro, the Mumbai Metropolitan Region
Development Authority took a 26 per cent stake, while Reliance Infrastructure and
others owned the rest. And in the Delhi Airport Express project, Delhi Metro invested
in the civil construction, while Reliance Infrastructure invested in coaches, signaling
equipment, tracks et cetera and got the concessions to run it. "It's a unique business
model," says Sanjiv Rai, managing director of Rapid MetroRail Gurgaon Ltd, or RMGL,
with evident pride.
Distinguishing features
RMGL's project is different in other ways too. It's the first time any state government
has granted a 99-year concession to operate a project. Most public-private
partnerships have a 30-year concession period which is renewable for another 30
years. In the second phase of the Mumbai Metro, the concession is for 45 years. But a
99-year concession is unheard of. This, Rai says, is also the first time that a
consortium of banks, led by Andhra Bank, has given a loan for a period of 17 years
and nine months to a metro. In all other projects, the loans have tenure of not more
than 15 years.

Gurgaon Rapid Metro

Indias first privately-funded metro project (4)
The Rs 1,100-crore project is funded seven parts by debt and three parts by equity.
The debt carries interest of 13 per cent per annum, though there is a moratorium of
two-and-a-half years on the repayment of the principal. Rai hopes to reduce the cost
of funding by floating 30-year bonds, once the government permits it. This is in tune
with the 30-year tenure of the loan given by the Japanese International Cooperation
Agency to Delhi Metro. Rai says by the end of the first year, he expects over 90,000
commuters to travel every day on the metro. And by merely changing the frequency
of the trains, he can accommodate as many as 250,000 to 300,000 commuters every
day without any sizeable investment. Rai expects to break even in the sixth year of
operations on the current investment.
Meanwhile, the company has started work on the second phase which connects Delhi
Metro with the second commercial hub of Gurgaon on the Golf Course Road. This
stretch will be 6.6-km long and will cost double the amount of the first phase: Rs
2,143 crore. At Rs 329 crore per km, it will be amongst the most expensive metro
projects in the country. Rai, however, says that the huge increase in cost is because
the line will be longer and it will have seven trains (compared to five in the existing
line). Moreover, inflation is expected to take its toll on the cost because the project
will take three years to build.

Gurgaon Rapid Metro

Indias first privately-funded metro project (5)
But many say that Rai's ambitious projection of ridership will be difficult to achieve.
More than one week after starting operations, the average ridership is just 10,000 a
day. Even if the numbers increase ten times in a year, the company, given the ticket
of Rs 12, will make Rs 12 lakh a day and less than Rs 4 crore a month. This might not
be enough to pay the monthly interest outgo of Rs 8.24 crore (13 per cent annual
interest on a debt of Rs 761 crore).
But Rai says that does not concern him as a similar trend was seen when Delhi Metro
began service: commuters take time to get used to a new alternative. With 26 million
square feet of office space in Cyber City, there is a large market. Offices work in two
or even three shifts here. It is estimated that 250,000 people troop in for each shift.
Parking is a nightmare. Many offices have taken paring slots inside faraway malls and
run buses to ferry employees from there to the premises in Cyber City. The demand
for an inexpensive metro service is surely there. "We are talking to all companies in
the location to offer an alternative to the taxi and bus services which they offer to
their employees, which will save them costs. They could also use it partially," says a
senior RMGL executive. He also says the company is wooing commuters who
currently spend Rs 100 a day on parking in Cyber City to take a more viable
alternative.

Gurgaon Rapid Metro

Indias first privately-funded metro project (6)
Another big market is Udyog Vihar which lies across the busy highway (which connects Delhi to
Jaipur) from Cyber City. It is estimated that an equally large number of people work there. To tap
into this market, RMGL has tied up with the Haryana government which will run 35 air-conditioned
buses from Udyog Vihar to one of the metro stations. It is also talking with the state government
as well as industry associations to pool in money to build a skywalk over the highway to connect
Udyog Vihar to the metro. The skywalk would cost Rs 10 crore.
Higher tariffs
The company is also hopeful that the tariff will go up in the days to come. That's because its tariff
is linked to that of Delhi Metro. And Delhi Metro is known to revise its tariffs every three or four
years. As the current tariff was fixed three years ago, it expects an increase as early as next year.
In the past, Delhi Metro has raised tariffs 25-26 per cent at one go; so it expects a similar increase
next year too. Rai says: "The average annual increase comes to 6 to 7 per cent. That has been
built in to our revenue projections."
RMGL is also eyeing non-tariff revenues, which it expects will contribute 10 to 15 per cent of its
overall revenues, despite the limited real estate play that it has been allowed. The company has
offered companies entire stations to brand (there are five stations at the moment; the sixth will be
operational by March next year), for which it has already roped in big spenders like Vodafone and
Micromax with a contract ranging from three to five years. It is also branding the trains and has
got on board companies like real estate developer 3C, car maker Skoda and American Express.

Gurgaon Rapid Metro

Indias first privately-funded metro project (7)
Rai says that the company has already sold about 50 per cent of its
advertising inventory. The company also has permission, according to
the concessions agreement, to utilise 250 square metres of space in
each station to set up retail outlets; it has already got a pharmacy
store open. What will also help is that RMGL does not have to share
the ticketing revenue with the Haryana government. The only thing it
has to share with the state is a nominal 5 to 7 per cent of its nonticketing revenues. It will work out to less than 1 per cent of its
overall revenue.
So can the new model be replicated in other cities? Rai says that he
is getting queries from other states and cities like Lucknow and
Ludhiana which want to look at a similar model. But he says that a
privately-funded metro project can only work if it has a large
catchment of commuters. If the experiment in Gurgaon works it could
blaze a whole new trail - not just in India but across the world.

Mumbai's Eastern Freeway

($0.3bn)
Built to reduce travel time between South Mumbai and the Eastern
suburbs,the Eastern Freeway, once complete will connectP D'Mello
Road to the Eastern Express Highway at Ghatkopar. At the moment, a
13.59 km stretch from Orange Gate on P D'Mello Road (South Mumbai)
to Panjarpol, Chembur is open. Built by Mumbai Metropolitan Region
Development Authority (MMRDA)at a cost of Rs 1,250 crore (16.8km)

*The Jammu-Udhampur-Katra-Quazigund-Baramulla Railway

line is the biggest project in the construction of a mountain
railway since independence. From Jammu to Baramulla, length of
the new rail line is 345 km. It passes through the young Himalayas,
tectonic thrusts and faults.
**Katra-Qazigund leg is the most difficult stretch of this project.
This 129 Km long alignment through Patni and Pir Panjal ranges
requires construction of 62 bridges and 35 tunnels, totalling to a
length of 103 kms (approx. 80% of the alignment). One of the
tunnels is 10.9kms long.
However, this Katra-Qazigund leg has run into controversy
very recently. Based on a report by E Sreedharan (of Konkan
Rly and Delhi Metro fame), the foundations of the arch are
located on steep slopes on geologically weak rocks dipping
towards river bed on Qazigund end hence unsafe. A High
Court on 18May2015 has asked for a change in alignment.