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The Tower Deal: Why Idea, Vodafone Offloading Stakes Is A Sensible Move

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Snapshot
  • The move to offload stakes in the infrastructure business is a smart one by operators since this will enable them to unlock precious cash and reduce some debt.

The bloodbath in India’s telecommunications industry over subscribers and tariffs has already led to unprecedented consolidation, with heightened merger and acquisition activity and at least one operator partially shutting shop in the wireless business. This means the number of active service providers has almost halved. Vodafone India and Idea Cellular are moving along the merger path to create India’s largest telecom service provider. Bharti Airtel has agreed to acquire the businesses of Tata Teleservices and Telenor besides some other smaller acquisitions. And Reliance Communications has decided to shutter its 2G and 3G services business. All this, after the arrival of Reliance Jio Infocomm (RJio) in September last year with a host of freebies led to a tariff war for both voice and data besides an unusual churn of customers. RJio’s arrival is being seen as the main reason for the present upheaval in the market.

In this scenario, it was only a matter of time before telecom service providers began monetising non-core assets to deleverage their burdened balance sheets, so that they are better placed in an already hyper-competitive market. The announcement earlier this week about American Tower Corporation (ATC) entering into an agreement to acquire 20,135 telecom towers held by Vodafone India and Idea Cellular for about Rs 7,850 crore ($1.2 billion) is a big step in this deleveraging process. The report says the tower deal is expected to be completed in the first half of 2018 and will consolidate ATC’s position as the second-largest telecom tower company with about 80,000 towers.

Market leader Indus Towers, with 123,073 towers, is already being acquired by Bharti Infratel, and Reliance Communications is also looking for a buyer for its tower assets. Idea Cellular and Vodafone’s exit will mean that there will be no mobile operator left in the tower segment other than Reliance Jio.

This report talks about a scenario where only three tower companies will emerge from about eight currently – Bharti Infratel-Indus Towers combine, ATC and a Canadian entity, Brookfield. India has a little over 4.5 lakh towers, expected to grow 3-5 per cent each year.

So why then are some biggies offloading tower assets? Remember, the core business of telecom service providers is offering wireless services; owning and operating telecom towers is a non-core activity in almost all other countries. India is only following the global example now. And as per the terms of the agreement of the merger between Idea and Vodafone, selling off their respective tower businesses was a stated condition to the merger. This merger is expected to create India’s biggest telecom operator with a valuation of over $23 billion, subscriber market share of about 35 per cent and value market share close to 40 per cent. Owning and operating towers would have been a needless drag on resources and time for the merged entity.

Statements from Vodafone and Idea said if the deal went through before the proposed merger of the two companies, Vodafone India would receive Rs 3,850 crore and Idea would receive Rs 4,000 crore from the sale of towers to ATC. And Idea managing director Himanshu Kapania said in this interview to the Hindu Business Line that monetising towers would help the company in improving broadband coverage, 4G and overall capacity for 4G. He also said that during the first half of this fiscal year, the tower business reported a revenue of Rs 596 crore and EBITDA of Rs 194 crore for Idea Cellular. The funds received from the sale of tower assets will be used to strengthen the balance sheet by deleveraging debt. “We are yet to take a call on how much debt we will pre-pay. All that I can say now is the overall amount received from the sale of the tower business by both the companies will be equivalent to 6.5-7.5 per cent of the net debt of the merged entity”.

Besides the deal with ATC, Idea is also looking for ways to monetise its 11.5 per cent stake in another tower company called Indus Towers.

As the telecom service providers continue to stare at a revenue loss quarter-on-quarter and uncertainty in the near future, the example of Reliance Communications should show why monetising non-core assets is the only way of survival for most players.

As reported here, Reliance Communications has a debt of over Rs 45,000 crore on its books and has just presented a fresh “zero write-off” plan to lenders, under which banks could convert some of this debt into equity by taking a 51 per cent stake in the company. Banks could then raise funds by selling the telco’s towers and spectrum to potential buyers. RComm is going through strategic debt restructuring as it has been struggling under the tariff wars that have engulfed the industry after the entry of RJio. Its merger proposal with Aircel fell through two months ago and its $200 million tower deal with Canadian investment fund Brookfield Infrastructure has been called off since the fall-out of the Aircel merger. Now it has allegedly stopped making payments to certain lenders, and its scrip is suffering significant decline on the stock markets.

For the industry as a whole, the debt would accumulate to Rs 4.8 lakh crore by the end of this fiscal as per an estimate by analysts. So, as we said earlier, the move to offload stakes in the infrastructure business is a smart one by operators since this will enable them to unlock precious cash and reduce some debt.

Shrinking Telecom Competition May Open Up Space For Virtual Mobile Operators

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Snapshot
  • In any mature market there is space for only three big players who can be in all segments. Those three right now are Airtel, Jio and Vodafone-Idea.The rest must become niche players, or MVNOs – mobile virtual network operators, who focus on niches using networks owned by the big boys.

The astonishing speed at which the Indian telecom industry is consolidating and weeding out the weak players suggests that competition will now be down to the Big Three private operators and one from public sector, BSNL (plus MTNL).

The industry’s changed shape and colour in just about a year after the entry of Reliance Jio is noteworthy. In the last 12 months, we saw one mega merger (Vodafone-Idea), two distress sales (Telenor and Tata Teleservices to Bharti Airtel), one merger collapse (Reliance Communications and Aircel), and tariffs nosediving.

Thanks to its plans unravelling, Reliance Communications (RCom) is now effectively in exit mode, after announcing a closure of its 2G services and asking lenders to take 51 per cent in the company post-debt conversion. Effectively, RCom’s assets will be acquired by one of the big boys through an auction process.

With a triopoly now the only reality, since the public sector can be counted upon to remain a laggard, competition will depend on whether the regulator’s norms for the creation of a new licensee category in mobile virtual network operators (MVNOs) allow new players to enter profitably.

Under the regulations announced last year by the Telecom Regulatory Authority of India (TRAI), MVNOs are essentially defined as operators who can own no spectrum; they will have to lease it from the main mobile players. The regulations say the following: “Any Indian company having a net worth of Rs 10 crore for Metro and category ‘A’ telecom circles, Rs 5 crore for category ‘B’ and Rs 3 crore for category ‘C’ service area, and with paid-up capital of 10 per cent of the prescribed net worth and satisfying licence conditions like foreign direct investment (FDI) and substantial equity would be eligible to apply for MVNO licence.” MVNOs will have no specific rollout obligations – which means they can enter and exit when they want – and can be 74 per cent foreign-owned. They will exist as appendages of the main operators, but can focus on any profitable niche they find.

MVNOs can provide competition by being low on overheads, and by their ability to focus on segments where the competition is low. Since they will use spectrum already owned by the main mobile operators, they will essentially buy unused or underused spectrum in bulk, thus helping the big boys with higher revenues. However, the downside is they may also target the latter’s high-value customers.

Logically, weak players like RCom can seek to restyle themselves as MVNOs, assuming they want to stay in the business over the long term. Internet service providers can also enter the business if they want to. Telecom players who put optical cables into your home or office to offer high-speed Wi-Fi services could conceivably also offer additional wireless services in high-penetration office areas as MVNOs.

Apart from the possible entry of MVNOs, it would be interesting to speculate on how the next year will unfold, now that the consolidation is effectively nearing completion, with the only unfinished business being Malaysian Maxis-controlled Aircel. It will get sold at some point in the coming year, one presumes.

Here is what the crystal ball shows right now.

First, tariffs have possibly bottomed out, with Reliance Jio now announcing an increase in tariffs, and proposing to rationalise them further in the coming months. This means the industry’s profit curve will now bottom out and start stabilising before rising again. For consumers, this means slightly rising tariffs, but much better data services.

Second, the industry is rapidly moving out of 3G services and focusing on 4G VoLTE (Voice over Long-Term Evolution). 2G services are almost gone, and Airtel has announced a 3G phase-out over the next two years. Voice over LTE will mean improving call quality as data speeds are much faster than on 2G and 3G networks. With Reliance Jio using IP (internet protocol) for voice, voice has effectively become data, and it will be offered at bare minimum prices to all users. Data is the future of telecom growth.

Three, as the industry consolidates, the chances are tariffs will move from being purely usage based, to monthly package-based fixed payments, as pioneered by Jio. The monthly packages will come with data plans and calls attached. Post-paid plans may well shrink further, except for enterprises and large users.

Four, government revenues from spectrum and other charges will have to taper off, as the industry consolidates and optimises the use of spectrum already bought at high prices. We will not see aggressive bidding in future auctions, and the number of bidders will be fewer, with those exiting the business leaving enough spectrum available for their acquirers.

Five, the one player that has done absolutely nothing while all these mating dances were going on in the industry is the public sector Bharat Sanchar Nigam Limited (BSNL), and it smaller sibling Mahanagar Telephone Nigam Limited (MTNL). With the dust settling after the private sector scrimmage, one can expect two possible moves from government: a merger of BSNL and MTNL which allows the former to list indirectly (as the latter is already listed). This will allow the government to offload equity, and – at some point – privatise BSNL, if it can summon up the political will to do so.

A short-term improvement in BSNL’s revenues cannot be ruled out as tariffs bottom out in the industry from now on. BSNL can survive as a small player if it scales down staffing and manages to become leaner. But it will always be a distant No 4 in the telecom game.

Six, the endgame is still not clear on several fronts even after this rapid consolidation. For example, we still do not know how and when Aircel will choose to exit. Also, we do not know whether the Vodafone-Idea merger will finally be consummated, since both partners continue to maintain their separate identities. Logically, only one brand should survive; having multiple brands offering the same services makes no sense. Also, mergers of equals do not survive the test of time, and it is doubtful if Vodafone and the Birlas will want to stay in an uneasy marriage of convenience forever. At some point, one of them must exit, or agree to remain a secondary investor with less say in management.

Seven, the clear winners in the game so far will be Reliance Jio and Airtel. The former will benefit from bidding for RCom if it comes up for auction, and has the advantage of being bankrolled by Reliance Industries which has huge cash flows from its oil, refining and petrochemicals businesses. Airtel, which will end up with nearly 370 million subscribers (as at the end of July 2017), will also gain traction as it seamlessly incorporates the customer acquisitions from Telenor and Tata Tele, mostly without their liabilities.

Eight, with 104 million subscribers, BSNL and MTNL can remain niche players if they keep staying lean and shed excess manpower. If the government wants to retain one foot in the telecom business, it can keep them and run them professionally, while containing losses to a minimum. But the better option is still to divest steadily, and/or offer the merged BSNL-MTNL combine for partnership with a private entity after staff are taken care of through voluntary retirements. As a permanent fixture in the state’s control, BSNL risks the possibility of becoming another liability like Air India.

The Rule of Three, an idea developed by Professors Jagdish Sheth and Rajendra Sisodia, says that in any mature market there is space for only three big players who can be in all segments. Those three right now are Airtel, Jio and Vodafone-Idea. The rest must become niche players, or MVNOs – mobile virtual network operators, who focus on niches using networks owned by the big boys.

(A part of this article was first published in DB Post)

Why Roadways Outperforms Railways In Executing Infrastructure Projects

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Snapshot
  • The National Highway Authority of India and Ministry of Roads and Surface Transport have displayed a demonstrated ability to implement large-scale projects.Unfortunately, the same is not true of the Indian Railways.

Of the two heavy-duty infrastructure programmes being steered by the government of India, roads and railways, it is the former that is generating more interest. Last Tuesday’s announcement of the Bharatmala Pariyojana of Rs 5.35 lakh crore by the government has consequently created a buzz.

Between them, the National Highway Authority of India (NHAI) and its Ministry of Roads and Surface Transport have developed a demonstrated ability to implement large-scale projects over the years. The same is not true of the Indian Railways. This cuts excitement, though the railways too has comparable numbers. It plans to spend Rs 8.56 lakh crore in 10 years.

The difference is created by the huge bureaucracy the railways brings to its job, versus the lean one in roads. The road sector makes far better use of its lean arms. With NHAI, there is NHDCL, there is Border Roads Organisations and several very effective state-level construction companies. The Railways has only now begun to create those like the Rail Vikas Nigam, the Dedicated Freight Corridor Corporation of India and the recent National High Speed Railway Corporation Limited.

For a long time, the members at the Railway boards and the divisional railway managers have mostly tossed and diced policies, effectively delaying execution. It has made a direct impact on the pace of spending and the assurance private investors could derive over the continuity of those policies. The lack of continuity is not recent but has been building up over the past decade and more. These impact the results created on the ground.

In the five-year period till March 2022, the road sector targets to add more than 48,000 kilometres of highways or about 26 km per day — roughly the pace at which they are laying roads now. The railways in the same period plans to add 7,000 km. Compared to the current pace of Rail Bhawan that will be almost a 40 per cent increase in pace of execution from its best effort in more than 20 years, which was 2016-17 at 2,855 km.

The reasons why the investors would be less sure this can happen, lies in the quality of the numbers. Of the projected capital expenditure by the railways, only Rs 1.3 lakh crore is expected from public private partnerships or just 15 per cent. In roads, there is an advantage though. The ministry has access to the sequestered Central Road Fund. About Rs 97,000 crore is expected from there for the Bharatmala Pariyojana. Even with that cushion, the percentage expected from the private sector investment is over 21 per cent.

The differences are already building up even as the railways despite its gargantuan bureaucracy (1.3 million) has entrusted the World Bank to make the detailed plans for its makeover. In FY18 Budget for instance, Finance Minister Arun Jaitley has announced a capital expenditure support of Rs 55,000 crore ($ 8.25 billion) for an overall annual spend of Rs 1.31 lakh crore for the railways. The rest is to come from the Railways’ internal resource and the rest from the private sector.

Yet by October this year, the Finance Ministry finds the spending has been Rs 50,762 crore or less than 40 per cent. Of this, the money spent on partnerships with the private sector has been Rs 11,504.29 crore. It is far better than what it has managed to achieve in the past. In the roads sector again, of the Rs 59,000 crore budget support provided, most of it has been tied up. As on 31 March 2001, the total length of national highways was 57,737 km. It will cross over 100,000 km by March 2017, a CAGR of 3.85 per cent. The railways has added less than 5,000 km in the same period to reach 115,000 km of track, till now.

One of the examples of what excessive or overlapping layers of administration can do is in the metro rail projects. As Vinayak Chatterjee, chairman, Feedback Infra writes, it is the Ministry of Urban Development which decides on policies for the sector, while the Railways Ministry decides on their execution. State and local governments, both have roles to play in policies and maintenance. India is building 517 km of these rail, and another 595 km is in the works.

Building of highways hardly faces these hurdles. Myriad private construction companies have gotten in the sector since late 1990s to support the road building programme. Hardly any new private contractor has entered the railway sector in this period. The difference in the pace of execution has thus become stark. The targets seem more credible for the road sector.

Why Roadways Outperforms Railways In Executing Infrastructure Projects

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Snapshot
The National Highway Authority of India and Ministry of Roads and Surface Transport have displayed a demonstrated ability to implement large-scale projects.

Unfortunately, the same is not true of the Indian Railways.

Of the two heavy-duty infrastructure programmes being steered by the government of India, roads and railways, it is the former that is generating more interest. Last Tuesday’s announcement of the Bharatmala Pariyojana of Rs 5.35 lakh crore by the government has consequently created a buzz.

Between them, the National Highway Authority of India (NHAI) and its Ministry of Roads and Surface Transport have developed a demonstrated ability to implement large-scale projects over the years. The same is not true of the Indian Railways. This cuts excitement, though the railways too has comparable numbers. It plans to spend Rs 8.56 lakh crore in 10 years.

The difference is created by the huge bureaucracy the railways brings to its job, versus the lean one in roads. The road sector makes far better use of its lean arms. With NHAI, there is NHDCL, there is Border Roads Organisations and several very effective state-level construction companies. The Railways has only now begun to create those like the Rail Vikas Nigam, the Dedicated Freight Corridor Corporation of India and the recent National High Speed Railway Corporation Limited.

For a long time, the members at the Railway boards and the divisional railway managers have mostly tossed and diced policies, effectively delaying execution. It has made a direct impact on the pace of spending and the assurance private investors could derive over the continuity of those policies. The lack of continuity is not recent but has been building up over the past decade and more. These impact the results created on the ground.

In the five-year period till March 2022, the road sector targets to add more than 48,000 kilometres of highways or about 26 km per day — roughly the pace at which they are laying roads now. The railways in the same period plans to add 7,000 km. Compared to the current pace of Rail Bhawan that will be almost a 40 per cent increase in pace of execution from its best effort in more than 20 years, which was 2016-17 at 2,855 km.

The reasons why the investors would be less sure this can happen, lies in the quality of the numbers. Of the projected capital expenditure by the railways, only Rs 1.3 lakh crore is expected from public private partnerships or just 15 per cent. In roads, there is an advantage though. The ministry has access to the sequestered Central Road Fund. About Rs 97,000 crore is expected from there for the Bharatmala Pariyojana. Even with that cushion, the percentage expected from the private sector investment is over 21 per cent.

The differences are already building up even as the railways despite its gargantuan bureaucracy (1.3 million) has entrusted the World Bank to make the detailed plans for its makeover. In FY18 Budget for instance, Finance Minister Arun Jaitley has announced a capital expenditure support of Rs 55,000 crore ($ 8.25 billion) for an overall annual spend of Rs 1.31 lakh crore for the railways. The rest is to come from the Railways’ internal resource and the rest from the private sector.

Yet by October this year, the Finance Ministry finds the spending has been Rs 50,762 crore or less than 40 per cent. Of this, the money spent on partnerships with the private sector has been Rs 11,504.29 crore. It is far better than what it has managed to achieve in the past. In the roads sector again, of the Rs 59,000 crore budget support provided, most of it has been tied up. As on 31 March 2001, the total length of national highways was 57,737 km. It will cross over 100,000 km by March 2017, a CAGR of 3.85 per cent. The railways has added less than 5,000 km in the same period to reach 115,000 km of track, till now.

One of the examples of what excessive or overlapping layers of administration can do is in the metro rail projects. As Vinayak Chatterjee, chairman, Feedback Infra writes, it is the Ministry of Urban Development which decides on policies for the sector, while the Railways Ministry decides on their execution. State and local governments, both have roles to play in policies and maintenance. India is building 517 km of these rail, and another 595 km is in the works.

Building of highways hardly faces these hurdles. Myriad private construction companies have gotten in the sector since late 1990s to support the road building programme. Hardly any new private contractor has entered the railway sector in this period. The difference in the pace of execution has thus become stark. The targets seem more credible for the road sector.

Bharatmala Will Lower Logistics Costs To 6 Per Cent From 18 Per Cent Now: Nitin Gadkari

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Snapshot
Nitin Gadkari says roads built under Bharatmala programme will increase vehicle travelling speed by around 20-25 per cent, thereby helping reduce logistics costs

Roads built under India’s ambitious Bharatmala programme will increase vehicle travelling speed by around 20-25 per cent, thereby helping reduce logistics costs, Transport Minister Nitin Gadkari said at a press conference in the capital.

This in turn would help reduce India’s supply chain cost to 6 per cent from the present levels of 18 per cent, said Gadkari, who heads the Ministry for Road Transport, Highways and Shipping, and Water Resources, River Development and Ganga rejuvenation.

India has been grappling with high logistics costs of 16-18 per cent, which make its exports uncompetitive vis-a-vis China, which has lower logistics costs of 8-10 per cent.

The Union cabinet on Tuesday approved an outlay of Rs 6.92 trillion for building an 83,677-kilometre road network over the next five years. The road construction push includes the Bharatmala Pariyojana with a Rs 5.35 trillion investment to construct 34,800 km of roads. In addition, Rs 1.57 trillion will be spent on the construction of 48,877 km of roads by the state-run National Highway Authority of India (NHAI) and the ministry of road transport and highways.

“Bharatmala will bring down logistics cost, impacting exports and investment,” Gadkari said.

He added that the government’s marque Bharatmala scheme will create 100 million man-days of jobs during the construction phase and 22 million permanent jobs due to the increased economic activity triggered by it. The government expects the road construction programme including Bharatmala to generate 142 million man-days of jobs.

Gadkari’s statement comes amid concerns over falling employment opportunities and job creation which have been impacted by policies like the goods and services tax (GST).

Enumerating the benefits of the Bharatmala scheme, Gadkari said the number of road accident deaths will reduce by half.

According to the ministry of road transport and highways, a combination of factors such as human error, road defects, manufacturing defects in vehicles and worsening traffic congestions is raising the level of human vulnerability to accidents.

“Bharatmala Pariyojana will change the destiny of country, is the biggest-ever infra scheme in its history,” Gadkari said.

Gadkari said that the planned road construction will result in 80 per cent of India’s vehicular traffic being carried by the national highway network.

India’s 100,000 km of national highways, which constitute just 2 per cent of total road network in the country bearing 40 per cent of the traffic.

Analysts have lauded the move.

“The latest announcement provides a positive push to the infrastructure segment in the economy. Mobilising large quantum of funds required, especially from the private sector, would be vital for the successful implementation of these projects,” Care Ratings wrote in a note on Wednesday.

To fund the Bharatmala scheme, Rs 2.09 trillion will be raised as debt from the market, while Rs 1.06 trillion in private investments is being targeted through public private partnerships. In addition, Rs 2.19 trillion will be provided from Central Road Fund (CRF), Toll-Operate-Maintain-Transfer (TOT) projects and toll collections of NHAI.

For projects not covered under the Bharatmala programme, Rs 97,000 crore will be provided by the CRF and Rs 59,000 crore will be provided as gross budgetary support.

“Money is not the problem,” Gadkari said while stating that NHAI has a AAA rating which will help it tap the capital markets.

With bank credit drying up for large infrastructure projects, the government is exploring a plan to raise Rs 10 trillion from retirees and provident fund beneficiaries.

NHAI will offer more than what the bank’s interest rates pay, Gadkari said.

Mint reported on 12 September that the government planned to fund large infrastructure projects by raising money in tranches of Rs 10,000 crore by selling 10-year bonds at a coupon of 7.25-7.75 per cent.

Commenting upon the growth registered by the Indian ports, Gadkari said they will earn Rs 60,000 crore profit in the current financial year.

Major ports in India handled 326.4 million tonnes of cargo in the April-September period, an increase of 3.24 per cent over the 316.1 million tonnes they handled a year ago. According to the ministry of shipping, seven out of the 12 major ports in the country recorded traffic growth in the first half of the current fiscal.

(Mint)

Cleaning Ganga: Varanasi To Get Two New Sewage Treatment Plants Before March

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Prime Minister Narendra Modi’s parliamentary constituency Varanasi will soon get two sewage treatment plants as part of the government’s bid to curb Ganga water pollution.

The sewage treatment plants, having a total 260 million litres daily capacity, will be commissioned at Varanasi’s Dinapur and Goitha before March next year, the statement said. The government had recently awarded contract for constructing 50 MLD (million litres daily) capacity STP (sewage treatment plants) at Ramana in Varanasi.

The three STPs concerned and as many existing, will together create a total sewage treatment capacity of 412 MLD, the water resources ministry said in the statement. The STPs, when completed, will meet the sewage treatment needs of the city till 2035.

“A 140 MLD STP at Dinapur and a 120 MLD STP at Goitha are being constructed under Japan International co-operation Agency-assisted project and JNNURM scheme respectively. These projects are at an advanced stage and will be commissioned before March 2018,” the statement said.

The work on interceptor sewers for rivers Varuna and Assi; development of three pumping stations at Chauka ghat, Phulwaria and Saraiya; rehabilitation of old trunk sewers and rehabilitation of ghat pumping stations and existing STPs is also underway to improve the entire sewage infrastructure in the city, the statement added.

“To address the concerns of floating waste on the river, a trash skimmer is operational in Varanasi since April 2017 under river surface cleaning component,” the statement said. It also claimed that the government’s efforts to ensure that 84 of the city’s heritage ghats become cleaner have shown “positive” results under the Namami Gange initiative. In addition to this, the authorities have undertaken ghat improvement works at 26 locations.

Besides, construction of 109 of the total 153 community toilets — contracts of which have been awarded — has already been completed, the ministry said. These toilets are being used by 15,000 to 20,000 people every day, it added.

“In a bid to arrest the pollution from cloth washing activities on ghats, four dhobi ghats – Pandeypur, Nadesar, Bhavania Pokhran and Konia – have already been renovated. The construction of three others at Bazardiha, Machodari slaughter house and Bhawania Pokhri (extension) is underway,” the statement said.

Several members of the dhobi community have shifted to the new ghats, with many more being pursued for the same, it added. (PTI)

Proposal To Enhance NHAI Powers To Speed Up Bharatmala Programme

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The National Highways Authority of India (NHAI) will get powers to approve projects with a construction cost of more than Rs 1,000 crore under a new proposal aimed at speeding up a mammoth highway project.

A top road transport and highways ministry said NHAI powers would be enhanced for the faster implementation of the Bharatmala programme, which envisions 44 economic corridors in the country.

“We wouldn’t be required to go to the Cabinet for every project. The NHAI board would be empowered to approve all engineering procurement and construction and hybrid annuity projects,” the official said.

At present, all highway projects that entail a construction cost of more than Rs 1,000 crore, excluding land, need to be approved by the Cabinet Committee on Economic Affairs (CCEA). Under the proposal, only public private partnership (PPP) projects under the build-operatetransfer (BOT) model, where viability gap funding (VGF) is to be provided by the government, will need CCEA clearance.

The programme along with the proposal to enhance NHAI’s powers, is likely to get Cabinet clearance soon, said a report in the Economic Times.

The Bharatmala corridors have been mapped based on traffic density and economic relevance of the cities that will be connected with the help of the Bhaskaracharya Institute for Space Applications and Geo-informatics. The project, involving the construction of 24,000 kilometres of new highways, is aimed at speeding up cargo movement and the development of multimodal logistics hubs and parks on the periphery of major commercial centres.

The project includes construction of feeder routes alongside national highways. Around 80 per cent of Bharatmala will be based on a government funded, engineering procurement and construction (EPC) model while the rest will be a hybrid-annuity public private partnership.

From Tracks To Trials: Nagpur’s Maha Metro Chugs Along And Reaches Trial Stages In A Record Two-Year Period

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Six days after conducting its first trial runs, Nagpur’s Maha Metro, conducted its first official trial run on 30 September, making it the fastest metro project to reach the trial stage in India. Trials were conducted on a 3.5 kilometre (km) stretch near Khapri, near the Babasaheb Ambedkar International Airport on the 19 km long Line 1.

The trial run was flagged off by Chief Minister Devendra Fadnavis, Union Minister for Road Transport and Highways Nitin Gadkari and State Bank of India chairperson Arundhati Bhattacharya. Fadnavis represents Nagpur South West in the Vidhan Sabha while Gadkari represents Nagpur in the Lok Sabha.

During the trial run, the train ran from the Khapri Depot to Khapri Station and then to the Airport South Station. Constructed by the Maharashtra Metro Rail Corporation (Maha Metro) that is also building the Pune Metro, the 38 km line serving Maharashtra’s winter capital will see its first section thrown open for commercial operations by late 2018 or early 2019. Construction work began in November 2015 at the Khapri depot, with trial runs being flagged off 22 months later, making it the fastest in the country to reach this stage.

Maha Metro is currently also building the Pune Metro, which is scheduled to begin commercial operations in 2021.

5 Things State Governments Can Do To Deliver Smart Urban Transport

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Snapshot
  • Buying a thousand more buses per city will be of little help if the administrative capacity to put them to profitable use is absent. State governments need to understand the mess that government control raj in the sector has caused.

Voters, as well as planners tend to have a very narrow definition of public transport-city bus networks and metro or suburban rail networks. Both of them would agree that throwing more taxpayer money into such networks would do a lot to solve the mobility and traffic problems of our cities.

They forget two things: the entry of taxi aggregators with the option of ride sharing has expanded the very definition of public transport. Operations and the existence of competition in the sector have time and again proved to be more important than throwing money at the problem.

Public transport in India faces some problems, the most important of which is the bad regulation that exists in this sector. Regulation and an active regulator are absent in precisely the areas where it is needed the most – bringing about ease of transaction through cards or other electronic payments, solving coordination problems between different forms of public transport, etc.

It is however present and intrusive in every other aspect of public transport – paralysing the bus-aggregator industry, specifying induction schedules for taxis in app-based aggregators.

Considering the above, here is what we can be sure that our urban transport networks need to make them smart.

1. There is an urgent need for the respective state governments to establish City Public Transportation Regulators instead of unified transport bodies. Take for example the city of Bengaluru. There have been repeated calls to bring Bangalore Metro Rail Corporation Limited (BMRCL) and Bangalore Metropolitan Transport Corporation (BMTC) under a single body to enable coordination between the two organisations. This approach ignores that unlike the metro network, the BMTC (like most city bus operators in India) is a legal monopoly established by the state government.

Moreover, it is doubtful if an additional layer of administrative bureaucracy can help our cities. A public transport system where the different arms ‘talk’ to each other would certainly make the system smarter. Establishing a City Public Transport Regulator which can set and update standards vis-a-vis payment methods like smart cards, administer language and technical proficiency tests for drivers, carry out regular safety inspections and more, is certainly a smarter option.

2. The report of the committee constituted to propose Taxi Policy guidelines to promote urban mobility recommends a liberal taxi-policy framework, accepts dynamic pricing by taxi aggregators (to an extent) and recommends relaxing the restrictions on the entry of new taxis into the market. We need to remember that there are very few mechanisms which ensure communication within the market/network than the price system. Taxi aggregators do a good job at communicating demand and supply signals between drivers and commuters via the pricing. States should make the public transport network in their cities smarter by accepting these recommendations.

3. Governments should finally realise that government transportation monopolies do a bad job when compared to competitive bus markets. There is a significant body of academic literature to support his claim. The recent experience of France and that of Britain in the 1980s proves this beyond doubt. At home, government studies from Rajasthan have diagnosed significant problems with the manner our transportation networks are run and regulated. This ‘stepping back’ would lead to significant growth of the bus aggregation industry while reducing congestion and commute costs in our cities even further. (The Niti Aayog member of the committee mentioned in #2 had pushed for this to be included in the report too )

4. One of the major schemes of the current Modi government is the Smart City Scheme. A major component in most smart city DPRs (Detailed Project Reports) happens to be a rather vague idea of building Intelligent Transport Systems (ITS) in these cities. What constitutes these ITS is a primitive version of the map and navigation technology used by taxi aggregators. Such technologies are better utilised by allowing private operators into different arms of the transportation network.

City government need to focus more on developing or sourcing and adapting traffic administration technology to enable better mobility within cities. This requires changing the nature and components of the ITS and stopping the current obsession with fixing the minutiae of the ITS via AIS standards.

5. Use tax department data to map economic activity within a city/metropolis to understand shifts and trends of such shifts (if any) in the centres of economic activity to make the requisite investments in transport and public infrastructure before it is too late. For example, the centre of economic activity in Hyderabad has shifted from the old city to Cyberabad a while back. Bengaluru has seen the development of three new concentrations of economic activity – Silk Board-Electronic City, Whitefield, Manyata Tech Park-Airport-Hebbal area while the original Central Business District (CBD) loses its shine.

Transportation infrastructure development has not kept pace in both the cities. Administrators need to understand that while technology does play a significant role, lack of development of such physical infrastructure forces many commuters to opt for private vehicles.

Buying a thousand more buses per city will be of little help if the administrative capacity to put them to profitable use is absent. State governments need to understand the mess that government control raj in the sector has caused. A general move towards a light-regulation environment is what’s desperately needed.

Also Read: Building A Smarter Transport System That Eases The Daily Commute

This article is a part of our special series on urban mobility.

Indian Railways Vs GE: Why The Case For Electric Locomotives Cannot Be Ignored

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Snapshot
  • Indian Railways earns more than two-thirds of its revenue by electric traction by spending just one-third on electricity.Currently, its diesel expense is about Rs 16,000 crore per year and it is expected that once electric traction takes over as desired, this figure would come down to Rs 5,000 crore a year, a clear saving of almost Rs 10,000 crore every year.

In November 2015, a contract for making and procuring one thousand diesel locomotives was awarded to General Electrics (GE). Just three months after, the Secretary of the Power department wrote a letter to the Ministry of Railways talking of why full electrification of Indian Railways network, using devices of the Ministry of Power, was imperative.

This made economic sense. Indian Railways earns more than two-thirds of its revenue by electric traction by spending just one-third on electricity. Currently, its diesel expense is about Rs 16,000 crore per year and it is expected that once electric traction takes over as desired, this figure would come down to Rs 5,000 crore a year, a clear saving of almost Rs 10,000 crore every year.

This decision was then implemented and a massive electrification process began targeting full electrification in less than five years. This brought another important question to the fore-what was to be done with the existing diesel locomotive fleet of more than 5,000 locomotives?

Questions, in fact, were mutely asked when the Greenfield Diesel Locomotive factory was asked to manufacture 1,000 locomotives against 800 at the Greenfield Electric Locomotive factory despite the clear shift of traffic to electric traction. This matter of detail was not duly reflected and communicated by the railway bureaucracy. What’s more, this decision was put into effect even as the Diesel Locomotive Works in Varanasi has produced more diesel locomotives than electric locomotives by Chittaranjan Locomotive Works, despite the increasing share of electric traction. Not just this, a separate workshop for midlife rehabilitation of diesel locomotives was started in Patiala – a process which is akin to a heart transplant. Thereafter, the Patiala and Parel workshops started assembling new diesel locomotives. As a result, there has been an excess of diesel locomotives in the country.

It is amusing to note that the diesel vs electric traction fight found mention in the Prime Minister’s address to railwaymen at the Rail Vikas Shivir held in November 2016.

There is another piece to the puzzle here though – why has the government not publicised and taken credit for having reduced the prices of several capital components of diesel locomotives after it came to power? Some items saw more than 50 per cent drop in prices. This advantage of transparent and honest political leadership should have been a case study.

All of this indeed raises serious questions on the viability of GE’s factory, and not just the intent. In this regard, the following question deserves attention – was the government gamed by the very elements PM warned against?

Ever since it was reported that the Ministry of Railways is looking at the viability of this factory, a spate of reports appeared questioning the wisdom of the government. Sections of the Indian (here , here) and Western media seem to have started a campaign to suggest that the actions of the government strain credulity. Also, not-so-veiled threats have been issued. Though the first prototype is only on the way, GE has started claiming that they have already invested in more than a billion dollars, and have talked of loss of jobs that would stretch to thousands.

As brought above, the deal was messed by railwaymen. The fact that despite a massive push for electrification, how India could need more diesel locomotives than electrics should have been like the proverbial fly in the soup. These projects have been sited without any site survey.

With a fleet of more than 5,000 diesel locomotives already working in Indian Railways’ network and accelerated electrification, which is one of the main job creation exercises of the government, need of additional, expensive, one thousand diesel locomotives is highly suspect.

The outgo in this project is more than mere acquisition costs – maintenance is also outsourced for considerable time and so the project is anticipated to cost above Rs 20,000 crore – 100 per cent electrification, as the Secretary of Power’s letter of February 2016 estimated, is thus likely to cost about Rs 35,000 crore (a well-planned exercise would cost less than this figure, apart from giving stimulus to the economy and creating jobs). This, as mentioned above, will reduce the outgo on diesel from Rs 16,000 crore to less than Rs 5,000 crore – a saving of more than Rs 10,000 crore every year. As a country, full electrification would entail more jobs as locomotives would in any case be needed and additional assets of electrification would also need manpower input. Thus, GE’s argument of loss of jobs does not appear to stack well against facts.

In case ideas which Swarajya has argued for here are implemented, more than one crore man days of high quality jobs would be created (author of this article is excessively conservative, this figure should easily touch two crore man days). These ideas would also permit use of diesel locomotives on electrified routes. It is also worth mentioning that the GE project, in addition to 6000 horsepower (hp) locomotives, would also deliver 4,500 hp ones, whereas Indian Railways have long stopped manufacturing anything below 5,000 hp. Notably, almost the entire electric locomotive production is on 6,000 hp, which is being upgraded to 9,000 and 12,000 hp.

It is time we cut the losses and learn from the bleeding wound called Dabhol which, as luck would have it, today is kept alive by Indian Railways.