PROJECT MANAGEMENT II –

OIL & GAS INFRASTRUCTURE

(PGPM – 34)

SUBMITTED
TO

NATIONAL INSTITUTE OF CONTRUCTION MANAGEMENT

AND RESEARCH (NICMAR) PUNE.
SCHOOL OF DISTANCE EDUCATION (SODE)

By

SWAPNIL VIRENDRA SHINDE

(PGDPM)

Reg.no.-211-08-31-9784-2131
Course no: PGPM 34

PROJECT MANAGEMENT II –

OIL & GAS INFRASTRUCTURE

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CONTENTS

SR.NO. DESCRIPTION PAGE

NOS.

1 INTRODUCTON 5

2 NEW INSTITUTIONAL MECHANISM 6

FOR PPP

3 INFRASTRUCTURE SECTORS IN 9
INDIA

4 CONCLUSION 18

5 BIBLIOGRAPHY 21

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Assignment question:

For a country of India’s size, an efficient infrastructure is necessary both for

national integration as well as for socio-economic development. The major
infrastructural sectors include energy and transport sector. Good physical
connectivity in the urban and rural areas is essential for economic growth.
India’s transport sector is large and diverse; it caters to the needs of 1.1 billion
people. However, the sector has not been able to keep pace with rising
demand and is proving to be drag on the economy. Major improvements in
the sector are therefore required to support the country’s continued economic
growth and to reduce poverty.
1. What are the major challenges facing the transport sector of India.
2. What are the major changes required in setting up an effective
regulatory framework for a speedy infrastructural development in India?
3. “Nuclear energy is the best option to meet India’s growing energy
needs noting that the country is dependent on oil and gas imports and
its coal supplies are limited”. Discuss in detail by substantiating the
statement with facts and figures.

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INTRODUCTON
Infrastructure development has a key role to play in both economic
growth and poverty reduction. Investors, policymakers and citizens alike
acutely feel the constraint of physical infrastructure on economic growth.
Many of the ingredients for rapid economic growth and poverty reduction in
India are already in place and the transformation of the lives of millions seems
within reach. Yet there is a long way to go. The challenge of finding the
money to invest in infrastructure projects without jeopardizing fiscal health has
been keeping policymakers on their toes. We will discuss the efforts made by
the government in this area. Many initiatives taken in the infrastructure
Sector, laudable as they are, are coming under the scrutiny of the public and
the investors. The commercialization of infrastructure is not progressing fast
enough to provide decent living conditions to citizens at large. Young India
struggles daily to reach school and workplace and yet remains optimistic. We
describe here, recent developments in different sub-sectors within the
infrastructure sector. Challenges are emerging with changes in technology in
the telecom sector. Development in the power and transport sectors is
slowing down due to a plethora of issues, which we study here. Within the
transport sector we map the growth trajectory of those sub-sectors that are
expanding rapidly. Within urban infrastructure we take note of the important
projects in progress and study the consequences of long-term policy failure.

NEW INSTITUTIONAL MECHANISM FOR PPP

Progress in creating new infrastructure has been slow while demand for
infrastructure services is burgeoning. While it is clear that private sector is
keen to participate in infrastructure projects, organizations are very cautious in
their approach. Given the risks involved in large projects the government has
realized that only public sector involvement with central government
development assistance for infrastructure projects is not adequate to meet the
challenge. Unless the government assures availability of funds at rates of
return appropriately adjusted for risks, the private sector is unlikely to venture
into infrastructure in a big way. Recognizing the imponderable risks, which
infrastructure projects entail, with long gestation periods, high costs and

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budget constraints, the government has proposed a flexible funding scheme,

which will find support from budgetary allocation to fund public-private-
partnerships (PPPs) for infrastructure projects. The government has proposed
India Infrastructure Finance Company (IIFC) and formulated a scheme to
support PPPs in infrastructure. As part of this scheme, PPP opportunities are
to be awarded through competitive bidding in a transparent manner and for
each project, performance is to be assessed against easily measurable
standards, based on unambiguously defined criteria, in order to inspire
confidence among investors.

India Infrastructure Finance Company

The Finance Minister announced a special purpose vehicle (SPV) to fund

infrastructure projects in his 2005 budget speech. The SPV, India
Infrastructure Finance Company (IIFC) is proposed to be a wholly owned
government entity under the Companies Act. The authorized capital of the
company is fixed at Rs 1000 crore and the borrowing limit for the current fiscal
has been pegged at Rs 10,000 crore. The company will fund projects in urban
infrastructure, roads, power, railways, ports, airports, and tourism. The
projects could be publicly or privately owned or could be schemes involving
public–private partnerships. In case of projects which need viability gap
funding under a government scheme, IIFC will also fund these provided their
viability is assessed by the Inter-Institutional Group (IIG) of banks and
financial institutions consisting of IDBI, IDFC, ICICI Bank, SBI, LIC, Bank of
Baroda and Punjab National Bank. The company will provide refinance to
banks/financial institutions for loans of five years or more. It is hoped that the
way National Housing Bank helped in the development of the housing market,
the IIFC would be able to help in development of infrastructure in the country.
The borrowings of IIFC are to be guaranteed by the Union government. This
is in marked contrast to a traditional SPV, which raises funds on the strength
of a project’s future receivables. Being a wholly owned government company,
with lower return expectations and lower cost of funds emanating from a
sovereign guarantee, IIFC will have the ability to bear risks at lower rates. The
establishment of IIFC should accelerate the financial closure of many
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infrastructure projects and consequently, increase considerably, the size of

the infrastructure loan market going forward. Furthermore, since the appraisal
of a proposed project for IIFC will be undertaken by the IIG, consisting of
existing financial institutions, they will be fully involved in the projects
supported by IIFC. This will ensure that the capital of IIFC is leveraged to the
maximum extent possible by extending minimum crucial support to each
individual project while structuring the funding in a manner that is
complementary to the lending by existing financial institutions.

Scheme to Support Public–Private Partnerships in Infrastructure

The government has formulated a scheme to provide viability gap

funds to infrastructure projects. The viability gap funding would make
infrastructure projects commercially viable. It is a plan scheme to be
administered by the Ministry of Finance (MoF). Funding under this scheme
will be disbursed contingent upon agreed milestones (preferably physical) and
performance levels attained, as detailed in a funding agreement. The project
will then be put to bid by the concerned public agency through a transparent
and open competitive process. The result of the bidding will indicate the
extent of viability gap funding required, in other words, how much money is
needed to make the project feasible. In the first two years of the facility,
funding will be allocated to projects on a first-come, first-served basis, subject
to eligibility criteria. In later years, funding will be provided based on an
appropriate formula that balances needs across sectors. A lead financial
institution will be responsible for regular monitoring and periodic evaluation of
project compliance with agreed milestones and performance levels. The lead
financial institution will release the viability gap funds to the project authorities
when due, and obtain reimbursement from the empowered institution (GOI
2005a). The scheme covers roads, railways, seaports, airports, inland
waterways, power, infrastructure projects in SEZs, international convention
centers and other tourism infrastructure projects, urban transport, water
supply, sewerage, solid waste management and other physical infrastructure
projects in urban areas. Salient provisions under the scheme are:
• Infrastructure asset indirectly owned by the government;
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• Project built and maintained by a private sector entity;

• Project designed and an estimate of viability gap given by a government
entity;
• Viability gap fund—one time or deferred grant—provided by the government;
• Viability gap fund not to exceed 20 per cent of the total project cost; but the
entity that owns the project may provide additional grants up to another 20 per
cent of the project cost from its own budget;
• A pre-determined tariff or user charge to be collected from users.

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INFRASTRUCTURE SECTORS IN INDIA

HIGHWAYS
Initiatives
For a country of India`s size, an efficient road network is necessary both for
national integration as well as for socio-economic development. 65,569 km
National Highways (NH) serves across the country. 5,900 kms Four-laning
Golden Quadrilateral (GQ) connecting Delhi, Mumbai, Chennai and Kolkata is
nearing completion. The ongoing four-laning of the 7,300km North-South
East-West
(NSEW) corridor is to be completed by December 2009. Committee on
Infrastructure adopted an Action Plan for development of the National
Highways. An ambitious National Highway Development Programme
(NHDP), involving a total investment of Rs, 2, 20,000 crore up to 2012, has
been established. The main elements of the programme are as follows:

Four-laning of the Golden Quadrilateral and NS-EW Corridors (NHDP I &

II)
The HPDP Phase I & II comprise of (GQ) link four metropolitan cities in India
ie. Delhi-Mumbai-Chennai-Kolkata, the North-South corridor connecting
Srinagar to Kanyakumari including Kochi-Salem spur and the East-West
Corridor connecting Silchar to Porbandar besides port connectivity and some
other projects on National Highways. The contractors for project forming par
of NS-EW corridors are being awarded for its rapid completion.

Four-laning of 10, 000 kms (NHDP-III)

The Union Cabinet has approved the four-laning of 10,000 km of high density
national highways, through the Build, Operation & Transfer (BOT) mode. The
programme consists of stretches of National Highways carrying high volume
of traffic, connecting state capitals with the NHDP Phases I and II network and
providing connectivity to places of economic, commercial and tourist
importance.

Two laning of 20,000 km (NHDP-IV)

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To provide balanced distribution of improved/widened highways network

throughout the country, NHDP-IV envisages up gradation of 20,000 kms of
such highways into two-lane highways, at an indicative cost of Rs.25,000
crore. This will ensure that their capacity, speed and safety match minimum
benchmarks for national highways.

Six-laning of 6, 500 kms (NHDP-V)

Under NHDP-V, the Committee on infrastructure has approved the six-laning
of the four-lane highways comprising the GQl and other through PPPs on
BOT basis. These corridors have been four-lanes under the 1st phase of
NHDP, and the programme for their six-laning, to be completed by 2012.

Development of 1000 km of expressways (NHDP-VI)

Committee of Infrastructure approved 1000 km expressways on a BOT basis
costing Rs.15, 000 crore.

Other Highway Projects (NHDP-VII)

For full utilization, safety & efficiency of Highway, development of ring road,
bypasses, grade separators and service roads is necessary. Cost of
Rs.15000 crore has been mandated for its development.

Accelerated Road Development Programme for the North East Region.

NEDProject will provide connectivity to all State-Capitals & district
headquarters. NH and state highways are necessary for economic
development of NE region.

Institutional Initiatives

NHAI re-structures and strengthens National Highways. Institutional

mechanism cares land acquisition, environmental clearance etc, through
Directorate of Safety & Traffic Management.
Model Concession Agreement (MCA) is mandated for PPPs in national
highways to balance risk and reward.

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Size
 Govt. of India spends Rs.18000 crores annually on road development
 Programme for 4-laning of 14000 km of National Highways
 NHDP of Govt include
- Golden Quadrilateral (GD-5846 ks of 4 lane highways)
- North-Sout & East-West Corridors 7300 kms of 4 lane
highways
 Programme for 4-laning of 14000 km of National Highways

Structure
 Govt. body formed National Highway Authority to implement NHDP on
Competitive bidding.
 Construction Contracts are awarded to private sector
 BOT contracts permit stretches of NHDP
 BOT stretches on lowest basis

Policy
 100%FDI is permitted
 Incentives
- 100% Income Tax exemption for 10yrs
- NHAI provide grant/viability gap fund
- Model Concession Agreement formulated

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RAILWAYS
Initiatives

 The rapid rise in international trade and domestic cargo has placed a
great strain on the Delhi-Mumbai and Delhi Kolkata rail track.
Government has, therefore decided to build dedicated freight corridors
in the Western and Eastern high-density routes. The investment is
expected to be about Rs. 22,000 crore. Requisite surveys and project
reports are in progress a work is expected to commence within a year.
 With increasing containerization of cargo, the demand for its movement
by rail has grown rapidly. So, far container movement by rail was the
monopoly of a public sector entity, CONCOR. The container movement
has been thrown open to competition and private sector entities have
been made eligible for running container trains.
 Tariff rationalization and effective cost allocation mechanism are also
on the anvil. This includes a methodology for indexing the fair structure
to line haul costs. Efforts aimed to introducing commercial accounting
and information technology systems are also underway.
 Technology up gradation and modernization for higher operating
efficiency.
 PPP envisaged in new routes, railway stations, logistics park, cargo
aggregation an ware houses

PORTS
Initiatives

 The experience of operating berths though PPP’s at some of the major

ports in India has been quite successful. It has, therefore been decided
to expand the programme and allocate new berths o be constructed
through PPP’s.
 The Government has also decided to empower and enable the 12
major ports to attain world-class standards. To this end, each port is
preparing a perspective plan for 20 years and an action plan for seven

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years. Recognising that the shipping industry is moving towards large

vessels, a plan for capital dredging of channels in major ports has also
been formulated.
 A high level committee has finalized the plan for improving rail-road
connectivity of major ports. The plan is to be implemented within a
period of 3 years.
 The national maritime development programme is expected to bring a
total investment of over 50,000 crore.
Size
 Indian ports handle cargo of 519 million tones in 20004-2005, a 11.8%
increase over 2003-2004.
 70% of the traffic at major ports by volume is dry and liquid bulk,
remaining 30% is general cargo including containers which has grown
at a rate of about 14% p.a over the last five years.
 India has 12 major ports and 187 minor ports along 7517 kms long
Indian coastline.
 Of the 12 major ports, 11 are run by port trusts while the port at Ennore
is a corporation under the central Govt. These ports handle 383.75
million tones of cargo in 2004-2005.

Structure
 Government of India dominated maritime activity in the past. Policy
direction is now oriented to encouraging the private sector to take the
lead in port development.
 Many major ports now operate largely as landlord ports.
 Significant investment by BOT basis by foreign players including
Maersk (JNPT, Mumbai) and P&O ports (JNPT, Mumbai & Chennai) ,
Dubai ports international (Cochin & Vishakapatnam) and PSA
Singapore (Tuticorin)
 Minor Ports are already being developed by Domestic and International
Private Investors.

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Policy
 100% FDI under the automatic route is permitted for Port Development
Projects.
 100% Income Tax exemption is available for a period of 10 years.
 A comprehensive national Meritime policy is being formulated to lay
down the vision and strategy for development of the sector till 2025.
 Growth in merchandise exports projected at over 13% P.A underlines
the need for large investments and post infrastructure.
 Investment need of Dollars 13.5 billion in the major ports under NMDP
to boost infrastructure at this ports in the next seven years.
 The Plan proposes an additional port handling capacity of 530 MMTE
in major ports.
 Investment need of Dolors 4.5 billion for improving minor ports.

AIRPORTS
Initiative

 The Committee on infrastructure has initiated several policy measures

that would ensure time bound creation of world-class airports in India.
The policy of open skies introduced some time ago has already
provided a powerful spurt in traffic growth that has exceeded 20% P.A.
during the last two years.
 International Airports at Bangalore and Hyderabad have been
approved and commissioned in 2008. Modernization and expansion of
Delhi and Mumbai Airports through PPPs has been awarded. Other
major airports such as Chennai and Kolkata are also proposed to be
taken up for modernization through the PPP route.
 On the analogy of the Highway sector, a model concession agreement
I also been developed for standardizing and simplifying the PPP
transactions for airports.

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Size
 India has 125 Airports: Of these 11 are designated as International
Airports.
 In 2004-05 Indian airports handled 60 million passengers and 1.3
million tons of cargo.

Structure
 Currently all 125 Airports are owned and operated by the Airports
Authority of India.
 The Govt. aims to attract private investment in aviation infrastructure.
 Air India and Indian Airlines are government own international and
domestic flat carriers respectively.
 Indian private airlines – Jet – Sahara – Kingfisher – Spice Jet – Indigo
– accounts for around 60% of the domestic passenger traffic. Some
have now started International Flights.

Policy
 100% FDI is permissible for existing airports: FIPB approval required
for FDI beyond 74%. 100% FDI under automatic route is permissible
for green field airports.
 49% FDI is permissible in domestic airlines under the automatic route.
 100% tax exemption for airport projects for 10 years.
 “Open Sky” policy of the government and rapid air traffic board have
resulted in the entry of several new privately owned air lines and
increased frequency for international air lines.

Potential
 Favorable democratic on rapid economic growth point to a continued
boom in domestic passenger traffic and international outbound traffic.
 International in bound traffic will also grow rapidly with increasing
investment and trade activity.
 The govt. is taking steps to increase participation by private industry.

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 Major opportunities lie in modernization/up gradation of metro airports

and new Greenfield airport projects.
 Estimated investment is about 40000 Crores for Airport Development
over the next 5 years.

POWER
Size
 Generation capacity of 122 GW, 590billion units produced.
 India has the fifth largest electricity generation capacity in the world
 T&D network of 5.7 million circuit km – the 3rd largest in the world.
 Coal- fired plants constitutes 57% of the installed generation capacity,
followed by 25% from hydel power, 10% gas based, 3% from nuclear
energy and 5% from renewable sources.

Structure
 Majority of generation, Transmission and Distribution capacities are
with either public sector companies or with State Electricity Boards.
 Private sector participation is increasing especially in Generation and
Distribution.

Policy
 100% FDI permitted in Generation, Transmission & Distribution – he
Govt. is keen to draw private investment in the sector.
 Policy framework in place: Electricity act 2003 and National Electricity
Policy 2005
 Incentives: Income tax holiday for 10 years in the first 15 years of
operation; waiver of capital goods import duties on mega power
projects.
 Independent regulations: CERC for Central PSUs and Inter State
issues. Each state has its own ERC.

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Opportunity
 Over 150000 MW of hydel power is yet to be tapped in India.
 India requires an additional 100000 MW of generation capacity by
2012.

Potential
 Large Demand-Supply gap: All India average energy shortfall at 7%
and peak demand shortfall of 12%.
 The implementation of key reforms is likely to foster growth in all
segments.
 Opportunities in Transmission network ventures – additional 60,000
circuit km of transmission network expected by 2012.
 Opportunities in Distribution through by bidding for the privatization of
distribution in thirteen states that have unbundled/ corporatised their
SEBs – expected to take place over the next 2-3years.
 Total investment opportunity of about $200 billion over a seven year
horizon.

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CONCLUSION
India’s agenda to promote PPPs for infrastructure development aims at
enhancing the quality and quantum of infrastructure services, releasing the full
potential of public sector assets and ensuring that stakeholders receive a fair
share of benefits from the PPP. These partnerships backed by the IIFC and
the viability gap fund scheme hold the promise of faster financial closure of
infrastructure projects without overburdening the country’s public finances. An
infusion of private capital and management can ease fiscal constraints on
infrastructure investment and boost efficiency. In general, wherever private
sector is participating to finance, build and operate a wide array of
infrastructure projects, either on its own or within the framework of PPP, the
sector is recording growth. In order to manage a complex PPP programme in
the country government is leaning on project appraisal and prioritization skills
of financial institutions that are also partners in lending to infrastructure
projects. The government is keenly aware that it has to facilitate PPP actively.
The proposed IIFC and the scheme to support PPPs in infrastructure would
go a long way in construction of large infrastructure projects in the country.
Expanding telecom network capacity has brought down prices and made the
internet more widely available, fuelling a new round of online innovation. In
metropolitan cities spectrum availability has become an issue before 3G
services can be rolled out. Just as with the growth of mobiles, broadband use
explodes only when it becomes affordable to large sections of people. This
requires both the connectivity and the internet access devices (such as PCs)
to be affordable and programmes which are useful to users which are hitherto
either not available or accessible at prohibitive cost.
Power is indispensable as an infrastructure input for the growth of an
economy and acceleration in the growth of the power sector greatly depends
upon the financial and commercial viability of the sector. The implementation
of APDRP in the last two years shows reduction in aggregate technical and
commercial losses of the SEBs and a step towards commercial viability of the
power sector. The Planning Commission’s evaluation of the power sector,
however, suggests that the sector is still saddled with several shortcomings,
and remains an area of serious concern. The assessment points out that
although power sector reforms in the country have been underway for over a
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decade, with a few milestones reached in crucial areas, the sector remains
locked in a situation that is fundamentally unsustainable. The enforcement of
Electricity Act 2003 marked a renaissance in the power sector of the country
with its progressive package of policy initiatives, the positive results from it are
yet to manifest in the full. But, large investments are being committed to
develop generation and transmission capacity as power become a tradable
commodity across the states and generators are free to sell power directly to
high paying customers.
To achieve an 8 per cent growth in GDP, the transport sector, mainly
comprising of road, rail and shipping sectors needs to display a 9 per cent
growth. There is acute awareness that lack of transport capacity could be the
stumbling block in realizing the growth potential. Further development of
national highways appears to have slowed down though impetus is being
given to ensure that the national highways network continues to expand its
capacity. The government is keen to link the national highways network and
the rail network with ports. Indian Railways, however, is largely dependent on
budgetary support for capacity expansion. A review of recent investment
decisions would indicate that while road and ports have made quite a few
positive moves in the recent past, the Railways’ action plan is somewhat
hazy.
The port sector is also expanding and there is competition to develop large
container port capacity. A massive national maritime development programme
is set to be launched to rejuvenate the port sector and strengthen it in the face
of increasing traffic. The project will be based on public–private partnership
and will have an estimated investment of more than Rs 60,000 crore. India is
on the verge of an aviation revolution. Only 50,000 people travel by air each
day—a fraction of the number uses the rail network. Existing airport
infrastructure is being augmented and new airports are at various stages of
development to be able to service national and international travelers. New
developments in the civil aviation sector have included many budget airlines
and low-cost, no-frills airlines, which have commenced to offer services in a
big way.
The development of urban infrastructure has been fairly stop-gap in the last
few decades. Barring a few large projects in a handful of cities, paucity of
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urban infrastructure projects is glaring. Whereas city mass transport systems

and airports have found place in developmental plans, essential services such
as roads, drinking water, sewage management, drainage, and primary
health—the under belly of urban infrastructure have not yet come on the
developmental radar. Efforts are being made to develop urban infrastructure
in a sustainable fashion. Government wants ULBs to seriously take up the
planning and development of urban infrastructure. With the economy growing
at 8 per cent plus rate, business confidence in the economy is at a ten year
high and the government is targeting an economic growth rate of 8 per cent
during the Eleventh Plan (2008–12). The picture is one of brimming optimism;
the need of the hour is to ensure that the irrational measures of the polity do
not take a toll on the pace of the acceleration of reforms.

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BIBLIOGRAPHY:
 Mid-Term Appraisal of the Tenth Five Year Plan (2002– 2007),
Planning Commission, New Delhi.
 Report on infrastructure sector performance ( 2005 - 2006 ), ministry of
statistics and programme implementation
 Indian Infrastructure Report
 Planning Commission (2002). Foreign investment, Report of the
Steering Group on Foreign Direct Investment, August, Government of
India, New Delhi.
 www.iitk.ac.in/3inetwork/html/reports
 www.indiainfrastructure.com
 www.renewingindia.org

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