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Mumbai Metro

PPP Project

Prepared for Prepared by


Mr. md Mosta gausul hoque Lamia Tabassum (RH 08)
guest faculty Ashir zawad (zr 75)
Insititute of business administration Tanjim zahan samad (zr 99)
University of dhaka
Overview

Owner Mumbai Metropolitan Region Development


Authority (MMRDA)

Locale Mumbai, Maharashtra,India

Transit Type Rapid Transit

Number of 1 (operational)
lines 2 (planned)
3 (under construction)

Number of 12 (operational)
stations 52 (under construction)
82 (approved)
Overview

Daily ridership 355,000 (February 2017)

Annual 100 million


ridership

System 11.4km (7.1mi) (operational)


Length 174km (108mi) (planned)
124.1km (77.1mi)(under construction)

Track gauge 1,435mm(4ft812in)


standard gauge

electrification 25 kV, 50HzActhroughoverhead catenary


background

Overstretched rail and road networks have created an urgent need for
a suitable high-capacity transport system within the Indian city of
Mumbai

The existing suburban railway network, which is not designed for mass
transit, has to cope with those travelling into the city every day.

In the 1950s, Mumbai enjoyed an extensive public transport system,


with trams, rail and bus services adequately coping with demand. In
recent times, however, commuter transport has become hazardous
with severe overcrowding and greater road use.

There are 26 cities in India proposing to build high-capacity metro


systems, with Mumbai the latest to reach the construction stage.
Objective

To provide mass rapid transit services to people within an approach


distance of between 1 and 2 kilometers, and to serve the areas
not connected by the existing Suburban Rail network.
Project description

To address both present and future public transportation needs


the Government of Maharashtra (GOM) through the Mumbai Metropolitan
Region
Development Authority (MMRDA) has planned a 146 kilometer long rail
based
Mass Rapid Transit System (MRTS) for Mumbai.
Project description

This project is the first corridor of the proposed MRTS

The Versova Andheri Ghatkopar line shall be an elevated line with


a route length of 11 kms, with 12 stations and a car depot situated
at D.N. Nagar

The line will have a minimum curvature of 100 meters and


minimum ground clearance of 5.5 meters

The length and width of the coaches that shall ply on the route will
be 22 metres and 3.2 metres, respectively

Other technical features of the project include 25 KV AC overhead


equipment, cab signalling with automatic train protection, and a
maximum speed of 80 kmph with an average speed of 33 kmph
Project description

Mumbai Metro One is going to run on a dedicated elevated corridor and shall
have high levels of comfort for the passengers viz. fully air-conditioned
world class coaches, provision for lifts and escalators at stations, modern
automatic fare collection system and high levels of passenger security
systems.
sTAkeHolders

The Mumbai Metropolitan Region Development Authority is the


main stakeholder of the project

The Government of India and the Government of Maharashtra


granted most of the public grant

IDBI, Corporation Bank, Karur Vysya bank, Canara Bank, Indian


Bank and Oriental Bank of Commerce provided Debt to the
Private party
The private operator and MMRDA shall provide equity contribution
of Rs. 466 crores in proportion of their equity stake
PPP Structure

A concession agreement on BOOT basis for a period of 35 years, including a


construction period of 5 years, has been awarded by the MMRDA

A Special Purpose Vehicle (SPV) named Mumbai Metro One Private Limited
(MMOPL) has been formed with Reliance Energy Limited, Veolia Transport and
MMRDA holding equity stakes of 69%, 5% and 26%, respectively

This project was one of the first projects in mass transportation systems being
implemented on a PPP basis in Maharashtra and thats why the government
took a 26 percent stake in the SPV implementing the project

The assets of the project include the viaduct, stations, bridges, depot, rolling
stock, signalling system, traction and Supervisory Control and Data Acquisition
(SCADA) system, communications systems, track work, fare collection system,
etc
PPP Structure
Connex, Epc
france & contractors
other 5%

Reliance Mmrda
energy ltd 69 MMOPL 26
% %
Indian bank, Canara bank,
orental bank of carur vysya bank
commerce
Idb
corporation
bank
Process
analysis
Project Life First Round
Cycle

Inception First conceptualized in 1997

Feasibility First conceptualized in 1997

Procurement Described later

Development Bids invited in August 2004 and successful


bidder chosen in May 2006

Exit Development Commenced in February 2008


Financial

Viability gap Rs. 650 crores


funding

debt Rs. 1240 crores

Equity Rs. 466 crores

total Rs. 2356 crores


financial

Cost of borrowing rupee 12.25%


component

Foreign currency 3.5% above libor


loan Moratorium period- 2 years
Total repayment period- 15 years

Project irr 8%

Equity irr 15%

Debt equity ratio 70:30


Feasibility

The Government had been exploring the viability of various mass transit systems
that are efficient, economically viable and environment friendly

A detailed feasibility study was carried out under the Indo-German Technical Co-
operation by entrusting the consultancy work to TEWET in association with DE-
Consult & TCS, during 1997-2000

The study recommended a mass transit corridor from Andheri to Ghatkopar as


potentially bankable and economically viable, after examining a number of
alternative corridors and alignments. It was then decided to bid out the project
on PPP basis

To manage the transaction process, a consortium consisting of Louis Berger as


technical consultants, Price Waterhouse Coopers (PWC), Masons and Economic
Law Practices was appointed in 2003-04 to assist MMRDA
Procurement

Project approved by the Government of Maharashtra in August


2004

Global bids were invited in the same month for the project through
EoI

Almost 150 bidders responded to the EoI and a pre-bid meeting


held in November 2004

The suggestions of prospective bidders incorporated in the


agreements

The bid process conducted in two stages i.e. technical and


financial stage
Procurement

Technical bids invited for the project in May 2005

After the bid process, negotiations commenced with the lowest


financial bidder, i.e. Reliance Energy and Connex France

The REL-led consortium expected an Equity IRR of 26% and finally


agreed on an Equity IRR of 15%

The GoI agreed to give a special grant of 20% of the project cost
and the GoM also approved a grant of 7.5% of project cost

The formal approval for VGF of Rs. 650 crores was obtained much
later by January 2009
Development

SPV was Engineering and Signing of the


incorporate Project Management Concession and
d Consultants joined Shareholders
the team agreement

Decembe February March 7,


r 2006 14, 2007 2007

MMOPL and
Construction Government of
Financial Closure for the commenced Maharashtra
project entered

October February April 20,


3, 2008 8, 2008 2007
Development

The development phase of the project was initiated in parallel to the VGF
approval process

All major contracts for the project have been awarded

At present, 90%of the Right of Way has been handed over to MMOPL

Utilities, mapping, condition survey, and the work for utility shifting has been
completed

70% of the foundation work has been completed

Work has also commenced on the construction of 2 overhead bridges at


Andheri Station and the Western Express Highway
Risk-allocation framework

Risk Type Sensitivity Risk Period Primary Risk


Pre Operative Risks Bearer

Delays in land High 0-5 years Government


acquisition

Financing Risks Medium 0-5 years Private Sector

Planning Medium 0-5 years Private Sector

Regulatory, Low 0-5 years Private Sector


administrative &
approval delays
Risk-allocation framework

Risk Type Sensitivity Risk Period Primary Risk


Construction Phase Risks Bearer

Design Risk Medium 0-5 years Private Sector

Construction Risk Medium 0-5 years Private Sector

Change in Scope Low 0-5 years Government


Risk

Financing Risk Medium 0-5years Private Sector


Risk-allocation framework

Risk Type Sensitivity Risk Period Primary Risk


Operational Phase Risks Bearer

Technology Risk Low 0-35 years Private


Sector/Governmen
t

Operations & Medium 0-35 years Private Sector


Maintenance Risk

Market Risk High 0-30 years Private Sector

Performance Risk High 0-30 years Private Sector


Risk-allocation framework

Risk Type Sensitivity Risk Period Primary Risk


Handover Risks Bearer

Handover Risk Low 35th year Private Sector

Private Operator Low 0-35 years Private Sector


Event of Default

MMRDA Event of Low 0-35 years Government


Default
Risk-allocation framework

Risk Type Sensitivity Risk Period Primary Risk


Other Risks Bearer

Interface Risk Medium Throughout Private sector


(with other metro
corridors)

Force Majeure Low Throughout Shared (Depending


on the type of
event)

Change in Law Risk Low Throughout Private sector


Post VFM analysis

No VFM analysis undertaken in the Feasibility Study

No precedent of similar institution in rail based public transport in


Maharashtra

Neither can data on other public works contract be adapted for


the Mumbai Metro One project.

No quantitative analysis to assess VFM is practical for this project.

Therefore, a qualitative assessment of private operators


achievement based on publicly available information and
discussions with officials working on the project has been
attempted
Post VFM
Reduction in financial burden on the state budget
Analysis

Lowest Quoted- Rs.1250 crores


financial bid Reduced to- 650 crores

Effective govt. Net spending- 400 crores


spending Citys access- an asset worth Rs.2300
(Because taxes are inward remittance of
government)

Cover through The asset would also transfer back to the


private sectors government at the end of the concession
participation period

Comparable The costs were comparable to other national


costs and international projects
Post VFM
Substantial risk factors
Analysis
Project Financing
risks Construction
Operations
Traffic/ revenue risks.
Traffic completely vested with the private operator with
risk no clauses that provide for any compensation by
the state government if the rider ship of the metro
is low
Cover through private
sectors participation The asset would also transfer back to the
government at the end of the concession period

Transfer of has ensured that the private operator will place its
major risk best efforts in the operating the system so as to
ensure sustainability of operations
Project Status

The construction has commenced from February, 2008 and the


project achieved financial closure in October 2008

The completion date for the project construction is expected by


mid-2011

At present, the construction of the viaduct is underway with 773


piles being dug up

The construction of the Depot, Substation and Stations has also


commenced along the route of the project

Work has also commenced on the construction of 2 overhead


bridges at Andheri Station and the Western Express Highway
Key Leanings
& Observations
Expediting the bid process is critical to ensuring a good response
to the proposal)

Delay in Obtaining VGF approval as a deterring factor

Delay in approvals can potentially derail the project

Land Acquisition process leading to issues in the project

Clear Specifications on Asset Transfer on termination

Importance of garnering adequate public support to ensure


smooth implementation for the government agency

increased need for good project preparation prior to the


procurement process
Thank you