A Infrastructure in Maharashtra

A background paper on Infrastructure in Maharashtra
Contents
Executive summary I. Introduction II. Maharashtra state profile III. Social infrastructure overview IV. State utilities & ancillary infrastructure V. Transportation infrastructure VI. Infrastructure financing VII. The PPP approach Maharashtra state economic overview 2.1 State snapshot 2.2 State economic performance 2.3 Investment scenario 2.4 Measures to improve the growth rate Social infrastructure overview 3.1 Human development in Maharashtra 3.2 Education sector 3.3 Healthcare Sector Utilities & ancillary infrastructure 4.1 Power 4.2 Telecom 4.3 Urban development 4.4 Special economic zones 4.5 Tourism Transportation infrastructure 5.1 Road 5.2 Railways 5.3 Air ports 5.4 Sea ports Infrastructure financing & the PPP approach 6.1 Constraints faced by infrastructure investments in India 6.2 Policy initiatives to be taken by Government 6.3 Initiatives by the state on PPP projects 6.4 Role of SICOM and CIDCO in States infrastructure development 6.5 Future outlook
3 3 3 3 4 6 9 9 10 10 11 12 14 15 15 16 18 21 21 24 27 28 30 32 32 34 36 38 40 41 41 42 45 45 46 46 46 46 47
Bibliography Websites For further details please contact Others End note
1. Executive summary
I. Introduction Infrastructure is a key driver of economic growth. The much anticipated further growth in all sectors of the economy will be increasingly contingent on the availability of the physical infrastructure and related services. The development of human resources contributes to sustained growth and productive employment. A healthy, educated and skilled workforce can contribute more significantly and effectively in economic development. Accordingly, the State Governments should re-direct governmental spending and policies towards high priority area of time bound infrastructure development both physical and social. II. Maharashtra state profile The State is a major contributor to the nations economy accounting for almost 21 % of the industrial output, 13 % of the national GDP, 13.7% of total factory employment. Mumbai, the capital is regarded as the hub for financial and business activities of the country and is the headquarters of many of the large business establishments and financial institutions. The city also contributes about 60% of customs duty collections and around 40% of income tax to the national exchequer. The state industrial growth rate has remained at around 10 % over the past few years and efforts are required to push this growth rate by creating an efficient infrastructure for facilitating sustained industrial production. The States average annual GSDP for the 10th five year plan has been around 8.5%. Although Maharashtra is a highly industrialised state of India, agriculture continues to be the main occupation of the people. About 61% of the people directly or indirectly depend on agriculture and allied activities for their livelihood. The average annual GSDP growth of agriculture and allied activities sector for the state in the 10th five year plan from 2002 to 2007 has been around 2.7 %, which is less than the
growth of 3.7% achieved in the 9th five year plan . The slow down in the state agriculture output is acting as a bottleneck for the overall economic growth of the State. Maharashtra is rated as one of the most preferred investment destination in the country. Though Maharashtra receives a higher number of investment proposals, the state lags behind Gujarat in terms of the actual implementation of such proposals due to infrastructural deficiencies and lack of measures to facilitate smoother project implementation. III. Social infrastructure overview 1. State HDI Index The Human Development Index (HDI) is the normalized measure of life expectancy, literacy, education, standard of living, and GDP per capita of a region. As per the National Human Development Report 2001 by Planning Commission, Maharashtra scores 0.523 as on 2001, improving its score of 0.363 of 1981. However during the past two decades, Maharashtras ranking in the State HDI index has fallen one place below to that of fourth in the index ranking. 2. Education Sector The number of primary schools in the state has risen from 44,535 in 1970- 71 to around 69,330 in 2006-07 and has a ratio of 34 students per teacher. The number of secondary and higher secondary institutes in the state has risen from 5,313 in 1970- 71 to around 20,339 in 2006-07 and has a ratio of 38 students per teacher. Similarly the number of institutes offering higher education has seen a rise from 547 in 1970-71 to 1,677 in 2006-07. Under the aegis of the central government and the state government, various projects have been undertaken for the universalisation of primary education across the state. Schemes like Sarva Sikshan Mohim, Vasti Shala, Mahatma Phule Shikshan Hami Yojana, National Literacy Mission, nutritional diet scheme are some of the measures undertaken for spreading the education in the state.
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The enrolment rate is the main indicator of the progress in higher education and is measured in Graduate Enrolment Ratio GER. The GER from different countries show that developed countries have GER invariably above 50% and the world average is 23.2%. Maharashtra, as per the data available for 1999-2000 has a GER of 14.14 % and is seventh ranked with Chandigarh leading at 26.24%, followed by Delhi at 21.16 % and Kerala at 18.08%. While Maharashtra is recognised as one of the better destinations for higher education, pro-active measures are required for improving the quality of higher education. The Government may also take the initiative of allowing the private sector to run government schools, besides setting up new ones. This would allow the private sector to use government assets to create better revenue streams and provide additional and value-added services to students. Roping in the private sector will also ensure leakages are limited as the private party would be accountable for the funds it receives from the government. 3. Healthcare sector In comparison with other states on health parameters, Maharashtra is one of the better performers. The state has also been pro-active in ramping up its infrastructural facilities over the years. The state had 1,047 government & public aided hospitals; 2,072 dispensaries and 1,809 primary health care centres as of 2005-06. The Maharashtra state public health department on its part has made serious efforts in formulating and executing the schemes and projects initiated by various central and state level governments.
The main stumbling block for the state in effective implementation of various programmes is size of its population. A large percentage of population (around 58%) resides in rural areas making the task of reaching out to them with the health services even more challenging. Though the government has initiated programmes specifically aimed at rural, backward and tribal population, the effects are yet to get reflected in the health indicators. While the infant mortality rate in urban areas of the state stands at 22 per 1000 live births, in the rural areas it rises to 51 per 1000 live births. To tackle this situation the state government needs to ensure more rural focus while continuing in implementation of its health care programmes and schemes. IV. State utilities & ancillary infrastructure 1. Power sector Maharashtra once used to be a model state for its notable efficiency in power sector. However, presently Maharashtra leads the states in power shortage and has the highest demand supply gap. The peak shortage has risen from 2,500 MW in 2005 to 6,800 MW in April 2007. Due to this, there have been instances of power curtail to rural areas for more than 20 hours. The transmission and distribution losses, has also risen at an alarming level of over 32%, further aggravating the situation. The basic lacuna for the power sector of Maharashtra remains not drawing up perspective plans for the capacity additions well in advance. Maharashtra has made very negligible capacity addition in state power generation plants during past few years. The state has taken cognizance of this situation and has drawn up plans for capacity addition to the tune of 6,425 MW. However, this capacity will be available in stages starting from 2009 to 2012. It is estimated that demand supply gap for Maharashtra excluding Mumbai, will be around 11,000 MW by end of eleventh five year plan. Maharashtra economy has seen a GSDP growth rate of more than 9% for past two years. The state has the potential to sustain this growth rate, if the desired attention is provided on creation & maintenance of quality infrastructure, which necessitates the State to continue with further reforms in the power sector.
A large percentage of population (around 58%) resides in rural areas making the task of reaching out to them with the health services even more challenging
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2. Telecom sector Maharashtra combined with Mumbai circle has the highest connections in the country both in fixed as well as wireless. The State however has a poor teledensity. Teledensity is the statistic showing number of connections per 100 for the given region. As on December 2006, amongst the metros, the tele-density of Mumbai was 63.91, while that of Delhi and Chennai was 82.63 and 77.73 respectively. The rural tele-density of the state is abysmally poor at 2.78. Telecom being a centrally governed sector, state government has very little part to play. However state government can always attract private players to increase their basic infrastructure to promote higher growth in this sector for the state. The areas to concentrate are Increasing the number of internet users in urban as well as rural areas; Spreading the broadband network in rural areas; Increasing Tele Density by having more connections; Increasing the installation of Village Public Telephone (VPTs); Concentrating on shared infrastructure for wireless connectivity. 3. Urban Development The Ministry of Urban Development & the Ministry of Urban Employment and Poverty Alleviation monitor the programmes concerning all the issues of urban development and housing in the country. Some of the initiatives are i. Jawaharlal Nehru National Urban Renewal Mission (JNNURM). Projects in Maharashtra under JNNRUM scheme include Augmentation of the water supply to Mumbai by 455 Million Litres per Day (MLD) by Mumbai Water Supply Project-IV The Nagpur Water Supply Project which aims to enhance water supply capacity in the city by 113 MLD
Telecom being a centrally governed sector, state government has very little part to play. However state government can always attract private players to increase their basic infrastructure to promote higher growth in this sector for the state
The Brihanmumbai Storm Water Drainage (BRIMSTOWAD) project in Mumbai, which involves a complete overhaul of the 100-year old city drainage system. ii. Infrastructure Development in Mega Cities. Development authorities of the respective cities act as nodal agency for implementation of this scheme. Ongoing water supply projects by MMRDA in Mumbai region under this scheme include Rs. 1000 million for construction of intake works at Maswan on Surya river, transmission line and Master balancing Reservoir for Vasai-Virar on BOLT basis Rs. 1650 million for Greater Mumbai for the balance work of Third Mumbai Water Supply and Sewerage Rs. 754 million for Mira-Bhayander Municipal Council for Water Supply
4. Special Economic Zones Maharashtra had announced its SEZ policy in the year 2001. Though Maharashtra has the maximum number of SEZs approved in the country, the notified SEZs are just 27% of total approved SEZ. This ratio is lowest as compared to the other states. In addition, the total land required for approved or in principle approved SEZs in the state stands at over 47,500 hectares against which only 4,150 hectare of land has been notified. The ratio is at mere 8.72%. The ratio is very low compared to other states like Andhra Pradesh & Gujarat, which have a ratio of 68.23 % and 42.37% respectively. The delays in notification have acted as a hindrance in the establishment of SEZs in the state subsequently acting as a bottleneck for the proposed investments in state, along with the potential employment generation, which has been one of the main objectives up establishment of SEZs in the country. 5. Tourism The state of Maharashtra offers a wide range of themes including leisure, heritage, pilgrimage, eco, history for tourism industry in the state. It also offers various tourism circuits like water tourism, Deccan odyssey, adventure tourism etc. Maharashtra Tourism Development Corporation (MTDC) is the state government agency for promotion and regulation of tourism sector. It is also responsible for developing, managing and maintaining the tourist places in the state. Maharashtra state has been maintaining its second position in attracting a major chunk of foreign tourist arrivals in India by garnering a share of around 15%, though the share has declined from around 18% in 2000. The tourism potential of the state however has not yet been fully tapped on account of lack of an integrated approach from various government departments and agencies. The important issue is that tourism is not an isolated function or activity in itself but spreads across multiple sectors and hence the role of coordination between different agencies becomes very important. Further, developing tourism industry demands capital intensive projects which have the longer gestation period of 8-12 years, depending up on the size and potential.
Tourism resources in Maharashtra can generate much higher demands amongst domestic as well as foreign tourists coming in India. The need is for the strategic and intelligent synergies to be developed to tap the market and making tourism a driver in economic growth of the state. V. Transportation infrastructure 1. Road The road infrastructure in the State is managed by various local bodies including Public Works Department of the state, municipal corporation, Maharashtra State Road Development Corporation (MSRDC), Maharashtra Industrial Development Corporation (MIDC), Forest Department. The total state secondary road length maintained by the PWD and Zilla Parishad (excluding internal road length of local bodies) at the end of March, 2006 was 2.31 lakh km. The establishment of fully state owned corporation, MSRDC has propelled private sector participation in road projects. MMRDA (the Mumbai Metropolitan Region Development Authority) has the mandate for MUIP (Mumbai Urban Infrastructure Project) with an estimated cost of around Rs.2,648 Cr. However some of the projects are suffering from slow implementation which in turn has escalated the project cost. 2. Railways Most of the railway projects in the immediate past in the state were related to conversion of meter gauge to broad gauge. Some of the recent rail related projects undertaken in the State include o Gauge conversion work of narrow gauge to broad gauge in the Miraj-Latur section o Construction of 54 km of new broad gauge line between Baramati- Lonand One of the most important projects viz , the Mumbai Urban Transport Project (MUTP) spearheaded by MMRDA aims to develop world-class infrastructure for an efficient, safe and sustainable Railway system in Mumbai suburban section. The system carries about 6 million passengers every day. Mumbai Rail Vikas Corporation (MRVC), a joint venture of Railways
Government of India has announced the establishing of the Dedicated Freight Corridor (DFC) between Delhi and Mumbai, covering an overall length of 1,483 km with end terminals at Dadri in the National Capital Region of Delhi and Jawaharlal Nehru Port near Mumbai
and Government of Maharashtra, has been set up for implementation of rail projects under MUTP and other projects of Railways in the Mumbai Metropolitan Region. The MUTP is being undertaken in two phases. The infrastructural inputs of Phase I of the project include quadrupling of the Borivali-Virar section, 5th & 6th lines from Kurla to Thane, optimisation of Western Railway. Some of the benefits to be accrued from the MUTP Phase I will lead to 550 new trains i.e almost 25% increase in total trains per day. In addition, the Mumbai Metro project endeavours to be the planned construction of a mass rapid transit/ light rail. The nodal agency for the Mumbai MRTS (Mass Rapid Transit System) is MMRDA. The project would enable proper interchange facilities for connectivity to neighbouring areas like Thane, Navi Mumbai, and Vasai Virar. The metro project consists of three phases involving nine corridors spanning a length of around 145 km. Timely completion of the metro project can however be a major challenge. Government of India has announced the establishing of the Dedicated Freight Corridor (DFC) between Delhi and Mumbai, covering an overall length of 1,483 km with end terminals at Dadri in the National Capital Region of Delhi and Jawaharlal Nehru Port near Mumbai. A band of 150 km (influence region) has been chosen on both sides of the Freight Corridor to be developed as the Delhi-Mumbai Industrial Corridor (DMIC). The nodes shortlisted under DMIC in Maharashtra for Phase I are Igatpuri-Nashik-Sinnar as general manufacturing investment region and the Greenfield Port at Alewadi/ Dighi as industrial area. For Phase II, Dhule Nardhana has been identified as the investment region in the state, with Pune Khed region as the industrial area. Some of the key issues which needs immediate attention by the railways are improving safety measures ( especially during the peak hours of the suburban rail travel), increasing line capacity through automated block signalling (ABS), increasing the comfort factor while travelling in passenger trains, providing an opportunity for greater involvement of private sector in the non-core rail activities. 3. Airports There are three international airports located in Maharashtra at Mumbai, Nagpur and Pune, with Mumbai leading the ranks amongst the busiest airports in India. The consortium of GVK Industries Ltd. (GVK) and Airports Company South Africa (ACSA), appointed to carry out the modernization of Mumbai Airport (Chattrapati Shivaji International Airport) have chalked out a new master plan designed to expand and upgrade the infrastructure at CSIA to cater for 40 million passengers per year and one million metric tonnes of cargo per year by 2010.
A modern state-of-the-art second international airport for Mumbai at Navi Mumbai has also been proposed and is envisaged to be operational by 2012. In addition, Government of Maharashtra has entrusted the responsibility to Maharashtra Industrial Development Corporation (MIDC) for executing the Pune International Airport project, which would eventually replace the existing Pune Airport. Apart from the metropolitan airports, the government is actively planning to upgrade the airports in Tier II & Tier III towns in the State. The State Government has incorporated Maharashtra Airport Development Company Limited (MADC) to play a lead role in the planning and implementation of the Multi-modal International Hub Airport at Nagpur (MIHAN) project. MADC would also take up development of other Airports in Maharashtra not belonging to the Airports Authority of India (AAI) and Indian Air Force (IAF). In addition to MIHAN, Nagpur has also been identified by Boeing as the location for its planned regional maintenance, repair and overhaul (MRO) facility. It is envisaged that private participation in the airports will rise, especially with the opening up of regional / merchant airports for better connectivity. The rapid increase in the number of aircraft operating from India would result in greater demand for maintenance, repair and overhaul (MRO) facilities. However the biggest change in the aviation sector is yet to enfold the blooming of the air cargo transportation. 4. Ports Maharashtra has two major ports, Mumbai Port and Jawaharlal Nehru Port (JNP) both located in Mumbai harbour. While Mumbai port has been acting as one of the major gateways for more than a century, JNP has over the years since its establishment in 1990s has emerged as a premier container handling port, accounting for almost 55% of the container traffic movement amongst the major ports in India. The operational minor ( non-major) ports under Maharashtra Maritime Board( MMB) handling cargo include the ports at Dahanu, Tarapur, Dharamtar, Ulwa-Belapur, Trombay, Revdanda, Dighi, Dabhol, Bankot, Kelshi, Ratnagiri, Jaigad, Vijaydurg and Redi. The total cargo handled at
the minor ports increased from 8.5 Million Tonnes in 2002-03 to 11.1 Million Tonnes in 2005-06. The cargo commodities handled at the minor ports are bulk cargo and include coal, clinker, iron ore, limestone, cement, bauxite, sand, LPG, molasses etc. MMB has also conceptualised Inland Water Transport projects under the centrally sponsored Scheme of Ministry of Shipping, GoI. Some of these include From South Mumbai to Amba River/Dharamtar Creek at Mandwa In Mhasla / Mandad River( Rajpuri Creek) at Dighi From South Mumbai to Amba River/Dharamtar Creek at Rewas For eco-tourism project at Isapur, District Nanded, Maharashtra Efforts are also on to develop passenger water transport projects around Mumbai.
The most important need for port sector activity in the state is to ensure timely implementation of the projects. Although the neighbouring state of Gujarat has the largest private investment and executed projects in this sector, not a single port project in Maharashtra has made significant progress so far
The most important need for port sector activity in the state is to ensure timely implementation of the projects. Although the neighbouring state of Gujarat has the largest private investment and executed projects in this sector, not a single port project in Maharashtra has made significant progress so far. Lack of port connectivity is observed to be the major hindrance for private investment. The state government in association with the central government should identify and expedite such port connectivity projects. It is also important to create logistics parks to facilitate cargo consolidation / distribution. VI. Infrastructure financing Infrastructure projects being capital intensive, with long gestation periods; the Financial Institutes (FIs) and the banks need to create new structures to facilitate the required funding. Most infrastructure projects are financed at a debt: equity ratio of 70: 30. Infrastructure investments in India face several macro-economic and institutional constrains including limited scope for central and state governments to raise their budgetary support as well as guarantees to infrastructure (as share of GDP) in the coming years lack of availability of risk capital to support debt raising limited investment by eligible investors such as insurance companies in private infrastructure development Some of the policy initiatives to be taken by the government to facilitate infrastructure financing include Tapping the potential of insurance sector by harmonizing the definition of Infrastructure, liberalizing investment guidelines for debt instruments and liberalizing investment guidelines for equity instruments. Development of domestic debt capital market, increasing efficiency of private placement market, removing regulatory asymmetry between loans and bonds and introduction of credit derivatives
Tapping the potential of insurance sector by harmonizing the definition of Infrastructure, liberalizing investment guidelines for debt instruments and liberalizing investment guidelines for equity instruments Utilizing foreign exchange reserves VII. The PPP approach The 11th five year plans envisages total infrastructure investment of around US $ 500 billion for a period of five years in the country of which 30% would be funded through private sector participation. Maharashtra state has taken pro-active measures towards the PPP approach, some of which include : Formation of a cell under Secretary (Special Projects) as nodal officer Formation of Maharashtra Urban Infrastructure Fund with Rs. 47 crores as corpus Formation of Maharashtra Urban Infrastructure Development Corporation Limited (MUIDCL) with 51% private equity The major PPP initiatives by the state have been in road sector, in which it has completed several projects successfully. PPP in Port related projects estimated at a combined capital investment of Rs. 6,544 crores is also being developed in the State. Maharashtra is presently ranked second in the country for on-going PPP investments with Rs. 12,498 crores of investment State run organisations like SICOM Limited and CIDCO also facilitate in providing a suitable platform for the funding and development of infrastructure and allied projects in the state enabling private sector participation. PPPs present an opportunity to meet the States investments needs that can be translated into a win-win situation for all.
2. Maharashtra state economic overview

2.1 State snapshot Population Population Density ( No. of persons / sq.km) Geographical Area Business language Per Capita State Income (at current prices) Per Cent Share in Indias GDP Literacy Rate Urbanization Power generation Average Growth rate Industrial Growth Rate Maharashtra is the third largest state in the country and the second largest in population after Uttar Pradesh. Maharashtra is one of the prosperous states of the country and houses some of the largest businesses and Financial Institutes in India and holds many records for its contribution in the nations economic development including: 18.2% of fixed capital investment 20.7% of value of production 49.2% of total tax collection 13.7% of total factory employment Mumbai is the capital city which plays the dual role of being both the financial and the cinematic hub of the country. Mumbai is the economic hub of most of the financial and business activities of the country. The Island city contributes no less than 60% of customs duty collections, 40% of income tax collections and 20% of central excise tax collections of India. Maharashtra has thirty-five revenue districts, which are grouped into six divisions: Aurangabad Division, Amravati Division, Konkan Division, Nagpur Division, Nasik Division and Pune Division. These are official revenue divisions of government of Maharashtra. Geographically, historically and according to political sentiments, Maharashtra has five main regions viz
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9.69 Crores (2001 census) 315 ( 313 for India) 3,08,000 sq. km (9.4% of India) English INR 37,081 (National Average INR 25,716) 13.3% 76.88% (National figure 64.84%) 42.43% 68,865 Million KWH 8.5 % per annum 10% per annum Vidarbha or Berar (Nagpur and Amravati divisions), Marathwada (Aurangabad Division), Khandesh and Northern Maharashtra (Nasik Division), Desh or Western Maharashtra (Pune Division), and Konkan (Konkan Division). In contrast to the agrarian economy that characterises India, Maharashtra stands out, with the highest level of urbanisation of all Indian states.
District map of Maharashtra
2.2 State economic performance The Gross State Domestic Product (GSDP) of Maharashtra, at constant prices (1999-00) has been estimated to grow at the rate of 9.3% during 2006-07 and the States average annual GSDP for the 10th five year plan has been around 8.5%.
GSDP growth pattern In Rs. Billion 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 19992000 20002001 20012002 20022003 20032004 20042005 20052006
On the industry front, Maharashtra has established itself as the industrial backbone of the country. The State contributes around 21 per cent in the countrys industrial output and around 13 per cent in the countrys GDP. The industrial growth rate has averaged to around 10 per cent and efforts should be made by the state to increase the growth rate by creating and efficient infrastructure for facilitating sustained industrial production. Minerals of the state include coal, manganese ore, limestone, chromite, bauxite, iron ore, dolomite etc. The referred minerals are found in the districts of Bhandara, Chandrapur, Gadchiroli, Nagpur, Ratnagiri, Sindhudurg, Kolhapur, Raigad, Thane and Satara. The total mineral area is about 58 thousand sq.km ( about 19% of the states geographical area)
State Exports Trends In Rs. Billion 5000 4500 4000 3500 3000
Source : Economic Survey of Maharashtra 2006-07
Although Maharashtra is a highly industrialised state of India, agriculture continues to be the main occupation of the people. About 61% of the people directly or indirectly depend on agriculture and allied activities for their livelihood. Principal crops of the state are rice, jowar, bajra, wheat, tur, mung, urad, gram and other pulses. Maharashtra is a major producer of oilseeds like groundnut, sunflower, soyabean etc. However nearly one-third of the area of the state falls under the rain shadow region, wherein rains are erratic and scanty. As a result agricultural growth in the region has remained vulnerable. This has resulted in the productivity level in the state much below the national level. The average annual GSDP growth of agriculture and allied activities sector for the state in the 10th five year plan from 2002 to 2007 has been around 2.7 %, as against the growth of 3.7 % observed in the 9th plan (2002-07). The slow down in the state agriculture output is acting as a bottleneck for the overall economic growth of the State. The planning commission has envisaged a 4 % agricultural growth for the 11th plan period, which can be achieved by slew of various measures including providing modern marketing arrangements, establishing agro-processing units and cold storage chains, etc.
2500 2000 1500 1000 500 0 2000-01 Maharashtra India Source: Economic Survey of Maharashtra 2006-07 2001-02 2002-03 2003-04 2004-05 2005-06
The State of Maharashtra is one of the major source of Indias exports. The main products exported from the state are software, gems & jewelleries, apparels, textiles, machinery & instruments and agro-based products.
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2.3 Investment scenario Maharashtra is rated as one of the most preferred investment destination in the country as per the statement on RBIs regional office-wise FDI equity inflows1 depicted in the Table below
Statement on RBIs Regional FDI Equity Inflows (April 2000 to Oct 2007)
Ranks
RBIs Regional Office2 Mumbai New Delhi Bangalore Chennai Hyderabad Ahmedabad Kolkatta Chandigarh Panaji Bhopal Kochi Bhubaneswar Jaipur Kanpur Guwahati Patna
State Covered
Amount of FDI inflows Rupees in Crore US $ in million 10,763.3 9,501.2 2,931.4 2,874.2 1,692.8 1,166.3 741.5 384.2 179.3 101.7 95.9 88.7 65.1 12.8 11.7 0.4 11,215.2 41,825.6
% age with FDI inflows ( in Rupee terms) 25.55 22.70 6.98 6.92 4.03 2.83 1.69 0.95 0.45 0.24 0.23 0.21 0.16 0.03 0.03 0.00 27.00 100.00
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Maharashtra, Dadra & Nagar Haveli, Daman & Diu Delhi, Part of Uttar Pradesh and Haryana Karnataka Tamil Nadu, Pondicherry Andhra Pradesh Gujarat West Bengal, Sikkim, Andaman & Nicobar Islands Chandigarh, Punjab, Haryana, Himachal Pradesh Goa Madhya Pradesh, Chhattisgarh Kerala, Lakshadweep Orissa Rajasthan Uttar Pradesh, Uttaranchal Assam, Arunachal Pradesh, Manipur, Meghalaya, Mizoram, Nagaland, Tripura Bihar, Jharkhand
47,312.14 42,023.84 12,931.56 12,820.74 7,456.59 5,243.55 3,134.66 1,754.71 826.54 442.86 428.65 395.52 293.69 57.73 52.38 1.78 49,984.00 1,85,160.95
RBIs regions not indicated3 Total
Source Department of Industrial Policy & Promotion, Government of India
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The status of the investment intentions (IEMs +LoIs +DILs)4 in Maharashtra from 2002 to 2007 is indicated below:
Number of Investment Intentions in Maharashtra
1000
Though Maharashtra receives a high number of investment proposals, the state lags behind Gujarat in terms of the actual implementation of such proposals, which suggests that the state has to ensure that timely actions are taken up at the State level to facilitate the entrepreneur in implementation of the project. 2.4 Measures to improve the growth rate History has shown that export-led growth is a crucial component of sustainable economic growth. There are many enablers of export oriented economic growth including facilitating regulatory environment, establishing export oriented zones like SEZs, elimination of administrative barriers to FDI in export-oriented sectors etc. However the most important enabler is the improvement in infrastructure. Software exports are, to a large extent, are either depended on the infrastructure sector that has made the most progress (telecommunications) or able to cocoon themselves from service inadequacy. But engagement in manufacturing, particularly export oriented requires integration of supply chains. In order to attain the double digit growth rate, it is imperative that Maharashtra has in place a robust and a dependable infrastructure since infrastructural development is the key to industrial growth. Inadequate supply of infrastructure or unreliability in services may inhibit the investment of productive capital or restrict/ reduce output thereby inhibiting economic growth. Accordingly it is vital to enhance the infrastructure, both physical and social to provide a broader platform for leveraging the state economy. In addition, the development of human resources also contributes to sustained growth and productive employment. A healthy, educated and skilled workforce can contribute more significantly and effectively to economic development. Accordingly, Maharashtra should re-direct governmental spending and policies towards high priority area of time bound infrastructure development (physical and social).
800
600
400
200
0 2002-03 Source www.siadipp.nic.in 2003-04 2004-05 2005-06 2006-07
Proposed Investment in Rs. Crore
70000 60000 50000 40000 30000 20000 10000 0 2002-03 Source www.siadipp.nic.in 2003-04 2004-05 2005-06 2006-07
In terms of industrial investment, Maharashtra is amongst the top three destinations in the country
Registered Industrial Investment in Rs. Crores (August 1991 to Dec 2006) In Rs. Crores 450000 400000 350000 300000 250000 200000 150000 100000 50000 0 Gujrat Maharashtra Andhra Pradesh Kartnataka Tamil Nadu
Source: Economic Survey of Maharashtra 2006-07.
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3. Social infrastructure overview
For Maharashtra to sustain its growth , there is a need to involve a larger part of the population in the economic growth story to avoid growing disparity between different sections of the society. Achievement of such an inclusive growth would be made possible by development of social infrastructure sector. Strengthening of the social sector plays a key role in acting as a catalyst in improving the standard of living to a larger percentage of population. 3.1 Human development in Maharashtra The Human Development Index (HDI) is the normalized measure of life expectancy, literacy, standard of living, and GDP per capita for regions worldwide. It is also used to measure the impact of economic policies on quality of life. The Human Development Index of the major 15 states of India reflects that though Maharashtra has improved consistently over the years in the three basic dimensions of HDI ( Health, Income & Education), the relative ranking of Maharashtra has gone one place down over the past two decades.
State wise Human Development Index
The Human Development Index (HDI) is the normalized measure of life expectancy, literacy, standard of living, and GDP per capita for regions worldwide.
States/UTs Andhra Pradesh Assam Bihar Gujarat Haryana Karnataka Kerala Madhya Pradesh Maharashtra Orissa Punjab Rajasthan Tamil Nadu Uttar Pradesh West Bengal India
1981 Value 0.298 0.272 0.237 0.36 0.36 0.346 0.5 0.245 0.363 0.267 0.411 0.256 0.343 0.255 0.305 0.302 Rank 9 10 15 4 5 6 1 14 3 11 2 12 7 13 8 Value 0.377 0.348 0.308 0.431 0.443 0.412 0.591 0.328 0.452 0.345 0.475 0.347 0.466 0.314 0.404 0.381
1991 Rank 9 10 15 6 5 7 1 13 4 12 2 11 3 14 8 Value 0.416 0.386 0.367 0.479 0.509 0.478 0.638 0.394 0.523 0.404 0.537 0.424 0.531 0.388 0.472 0.472
2001 Rank 10 14 15 6 5 7 1 12 4 11 2 9 3 13 8
Source National Human Development Report 2001 by Planning Commission, GoI 14
This implies that while efforts have been taken by the Maharashtra State government to improve its qualitative HDI value, the other states have been equal to the task and hence the overall ranking of Maharashtra has not been elevated. Accordingly, Maharashtra may take a leaf out of the best practices followed by the other leading States especially in sectors of education and healthcare to bestow on its citizens a comparatively better quality of life. 3.2 Education sector 3.2.1 Overview Education has been viewed as the seed to national development. The State government has given due recognition to the importance of education by taking steps to increase the level of literacy. It has followed a dual pronged approach by providing elementary education to all and also by providing a platform of building technical skills. While a number of private schools offer primary and secondary education in Maharashtra, there are large number of schools operated both in urban and rural areas through the collaborative effort of the State government and local bodies like the Zilla Parishad, municipal councils, municipal corporations etc. The number of primary schools in the state is around 69,330 in 2006-07 and has an enrollment of around 11.6 million students and around 3,40,000 teachers having a ratio of 34 students per teacher. The secondary including higher secondary institutions have an existing enrollment of around 11.06 million students, while the education institutes offering higher education have an enrollment of around 1.1 million students.
Growth in the number of Primary education institutions in the State Numbers 80000 70000 60000 50000 40000 30000 20000 10000 0 1960-61 1970-71 1980-81 1990-91 2000-01 2006-07
Source: Economic Survey of Maharashtra 2006-07 2009 Deloitte Touche Tohmatsu India Private Limited 15
Growth in the number of Secondary & Higher Secondary institutions in the State
Numbers
25000
is within the vicinity of 1 km and a population of 100. Under this scheme, during 2006-07, around 8,764 such Vasti Shalas are operational with total student strength of 1.87 lakhs. Another education scheme under the name of Mahatma Phule Shikshan Hami Yojana attempts to provide education to the economically poor children deprived from primary education. This scheme has around 4.30 lakh being educated from 22,267 centres in the State. Under the nutritional diet scheme sponsored by the Central Government and implemented by the State Government, nutritional diet is provided to students in the primary schools for increasing their attendance. Under this scheme, students of I to V standard from government and government aided private schools, Vasti Shalas, education centres under Mahatma Phule Shikshan Hami Yojana, schools of handicaps, deaf and dumb students having a minimum 80 per cent attendance are provided with food. 3.2.3 General Higher Education Maharashtra stands second in the number of universities (20) after Uttar Pradesh (24). The universities in the State have grown, over the years, across specific disciplines such as agriculture, language, technology, medical, law, animal husbandry and fishery. This increase in the education institutions capacity in terms of institutions and teachers has also been reflected in increase in the number of students. This increase in institutional capacity should reflect increase in the higher preparation of youth in age group of 18-23 availing the higher education after completing higher secondary stage. In this respect, the enrolment rate is the main indicator of the progress in higher education. The Graduate Enrolment Ratio (GER) is the ratio of number of students enrolled (irrespective of age) divided by number of persons in the age group of 18 23. The results of GER from different countries show that developed countries have GER invariably above 50% and the world average of GER is 23.2%. For India, the average GER is around 10%, which is way below the world average. A comparative study of the States GER as per the data available for 1999-2000 indicates that though Maharashtra is above the average national figure, it is still not the leading state in providing quality higher education.
20000
15000
10000
5000
0 1960-61 1970-71 1980-81 1990-91 2000-01 2006-07
Source: Economic Survey of Maharashtra 2006-07
Growth in the number of higher ( all types) educational institutions in the State Numbers 2000
1600
1200
800
400
0 1960-61 1970-71 1980-81 1990-91 2000-01 2006-07
Source: Economic Survey of Maharashtra 2006-07
3.2.2 Initiatives taken by the Government Proactive efforts have been undertaken for the universalisation of the primary education, which has subsequently led to an increase in the demand for secondary education. Sarva Siksha Abhiyan, a Central Government programme is aimed to provide quality education to all children in the age group of 6 to 14 years. In Maharashtra it is known as Sarva Sikshan Mohim. Under its Vasti Shala programme, the government has fixed the norm of opening a school within the vicinity of 1.5 km of a habitat having a minimum population of 200. For the tribal areas, it
16
Leading State wise Gross Enrollment Ratio (GER5)
Male Chandigarh Delhi Kerala Goa Pondicherry Himachal Pradesh Maharashtra Nagaland Manipur Tamil Nadu Punjab Madhya Pradesh Gujarat 23.26 19.73 15.56 18.69 18.81 16.85 16.81 13.93 14.59 15.23 10.14 11.00 11.22
Female 31.23 23.26 20.43 16.55 11.9 13.84 11.1 14.15 12.53 9.19 11.64 9.91 8.8
Total 26.24 21.16 18.08 17.54 15.37 15.22 14.14 14.04 13.58 12.05 10.86 10.48 10.01
of vocationalization are likely to become obsolete within a short period. It is therefore imperative for the government to chalk out career oriented programmes which takes into cognizance the skillsets required to prosper in the global economy. The Government may also take the initiative of allowing the private sector to run government schools, besides setting up new ones. This would allow the private sector to use government assets to create better revenue streams and provide additional and value-added services to students. Roping in the private sector will also ensure leakages are limited as the private party would be accountable for the funds it receives from the government. 3.3 Healthcare Sector The Maharashtra state public health department has made serious efforts in formulating and executing the schemes and projects initiated by various central and state level governments. The department has prepared a comprehensive strategy in line with National Health Policy and set specific target of improving the public health in the state of Maharashtra. The department has endeavoured to give due care to the health needs of the people from Rural, Tribal and backward regions. 3.3.1 Key Heath Indicators of the State
Crude Birth Rate per 1000 population Rate per 1000 population 16 12 8 4
Source: Draft Report of the Working Commission on Higher Education Planning Commission, GoI
While Maharashtra is recognised as one of the better destinations for higher education, there should also be pro-active steps taken for imparting quality higher education. Quality in higher education also assumes significance particularly in the wake of the Knowledge Economy and the greater need for technological competencies. The higher education should enable an individual to acquire certain skills that help him to get a decent income through self-employment or through working on some remunerative job. It might thus mean that education should improve ones own economic status, and in the process, the economic status of the region and the country. 3.2.4 Future outlook It should also be emphasized that innovations are necessary to make education at all the levels meaningful and relevant. This is important since there are continuous changes in the economy and the skills acquired through such specific programmes
0 1981 India 1991 Maharashtra 2005
Source: Government of Maharashtra, Public Health Department, Directorate of Health Services
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Infant Mortality Rate per 1000 live births Rate per 1000 live births 120
80
40
0 1981 India Maharashtra 1991 2005
Soucrce: Government of Maharashtra, Public Health Department, Directorate of Health Services
There is continuous progress in key health indicators for the state. Further, the state scores better than India average for the indicators. The improvement are the results of a number of factors including better health infrastructure in the state, improved sanitation and drinking water facilities, and awareness about health and related services
Crude Death Rate per 1000 population Rate per 1000 population 40
30
20
10
0 1981 India Maharashtra 1991 2005
Source: Government of Maharashtra, Public Health Department, Directorate of Health Services 18
3.3.2 Comparison with Other States

Comparison of vital health statistics
State Maharashtra Karnataka Andhra Pradesh Tamil Nadu Kerala India
CBR6 19.1 20.9 19.0 17.1 15.2 24.1
CDR7 6.2 6.9 7.0 7.5 6.1 7.5
IMR 36 49 59 41 12 58
Life expectancy Male 64.4 61.7 61.5 65.2 70.7 62.4 Female 67.3 65.4 63.7 67.6 75.0 63.4
Sex Ratio No. of Females per 1000 Males 922 964 978 986 1058 933
In comparison with other states on health parameters, Maharashtra does show a decent performance. The state has also been pro-active in ramping up its infrastructural facilities over the years. As on 2005-06, the state had 1,047 government & public aided hospitals; 2,072 dispensaries and 1,809 primary health care centres. 3.3.3 Future outlook The main stumbling block for the state in effective implementation of programmes is the size of its population. Large population itself creates pressure on the infrastructural facilities and resources in handling and monitoring the impact of services and schemes. A large proportion of population (around 58%) resides in rural areas making the task more challenging. Prima facie the state, so far, has done fairly well in moving towards the target set as per the population policy. However, a deeper look into the statistics reveals another story. Figure 14 gives a snapshot of this incongruence between rural and urban areas.
The same scenario appears for other indicators as well. The intervention in rural areas lags far behind that in urban areas. There exists a huge gap between urban and rural healthcare facilities available in the state
Targets & Achievements as per Population Policy 2001 for Maharashtra Rate per 1000 40 30 20 10 0 Crude birth rate Target by 2010 Crude death rate Achivements by 2005 Infant mortality rate
19
Though the government has initiated programmes specifically aimed at Rural, Backward and Tribal population, the effects are yet to get reflected in health indicators. The state government also needs to ensure effective implementation of its own programmes for tribal and rural population. The government has taken right steps by setting up of Anganwadi centres for reaching out to remote and sensitive areas of state and for making proper interventions in lives of rural and tribal population of the state.
Infant Mortality Rate for Maharashtra Rate per 1000 live births 80
60
40
20
0 (1992-93) Rural Urban (1998-99) Total (2005-06)
20
4. Utilities & ancillary infrastructure

Power, transportation, communication remains to be the key components of physical infrastructure. The physical infrastructure is of critical importance for overall economic development of the nation. Creation and maintenance of physical infrastructural facilities is also a prerequisite to attract the foreign funds and boost the growth pace. An overview of some of the key infrastructure state facilities is indicated in the subsequent sections. 4.1 Power Power is a critical factor in infrastructure for sustained economic growth. The pace of growth greatly depends upon a commercially viable and efficient power sector. Maharashtra once used to be a model state for its notable efficiency in power sector. The state had surplus capacity installed in place till year 2001 to meet the maximum demand at any point of time. But situation has changed drastically for the state and power sector is now typically characterized by continuous power shortages. The demand supply gap for electricity in state is rising and has reached a level of over 18%. Such a high deficit in availability of power has led authorities to resort to load shedding, regularly. The situation, instead of getting better for the state, is worsening. Further, even in comparison with some key states of India, the demand supply gap is much higher. Maharashtra leads states in power shortage and has the highest demand supply gap. The demand supply gap shoots up to over 30% during peak demand. The peak shortage which was around 2,500 MW in 2005 in Maharashtra recorded 6,800 MW in April 2007.
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The transmission and distribution losses, has also risen at an alarming level of over 32%, further aggravating the situation. Though, there have been improvements on this front compared to past year, the level is much higher than average for developed countries. This loss results in reduction of the State revenue and has drastic implications on profitability and commercial viability of the operations of transmission and distribution companies.
In this context the government also allowed private participation in creation of infrastructure, especially power sector services
Power Supply Shortage Percentage for Key States in India % Shortage 35 30 25 20 15 10 5 0 Delhi Average shortage Source: Ministry of Power, GoI Tamil Nadu Orissa Karnataka Andhra Pradesh Chhattisgarh Haryana Madhya Pradesh Gujrat Maharashtra Western Region All India
Peak demand supply gap shortage
4.1.1 Reforms In India, the creation of physical infrastructure used to be considered primarily governments responsibility. As part of reforms the government liberalized and privatized many of its operations for efficiency and better services to the public at large. In this context the government also allowed private participation in creation of infrastructure, especially power sector services. In line with central governments policy reforms, the government of Maharashtra also opened up its infrastructure sector for private participation.
Particularly, for power sector reforms the state government also signed MoU with the central government to implement the reforms to make power sector entities operationally efficient and commercially viable. Maharashtra State did well in the first year of launch of reforms but in subsequent years it has lagged far behind the schedule of implementation of reforms as per MoU with the central government. Though, there have been achievements on this front, like organizational restructuring and setting up of State Electricity Commission, much remains to be done.
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4.1.2 Bottlenecks The basic lacuna for the power sector of Maharashtra remains not drawing up perspective plans for the capacity additions well in advance. Maharashtra has made negligible capacity addition in state power generation plants during past few years. In addition, quality and reliable supply of power is another concern leading to adverse effect on industrial output.
Installed Power Generation Capacity of Maharashtra (2001-2006) MW 35000 30000 25000 20000 15000 10000 5000 0 2001-02 State goverment plants Private / liecensed entities Source: Ministry of Power, GoI 2002-03 2003-04 2004-05 2005-06
end of eleventh five year plan. MahaGenco along with sister concerns has plans to add a capacity to the tune of approximately 8,500 MW. The Government has to draw perspective plans for adding the remaining part of generation capacity. As per the World Banks observation on Indian power sector, the sector has to be run commercially and not on basis of social objectives and subsidy regime. It further requires the generation, transmission and distribution to be managed as profit centres. Given the size of MSEB, the government has rightly split the behemoth in to four entities. The restructuring and reforms have brought positive results and the state government has been effective in attracting investment in power sector by relevant sector specific policies and lucrative tariff structure. Maharashtra has done very well to remain preferred destination with instances of companies coming up and willing to invest in power projects such as wind mills power plants. Most of states have faced problems in power sectors on account of operational inefficiency and reluctance to expedite the reforms process. The Central Government has formulated the electricity plan but has to go a long way to ensure that the state governments observe priority in implementation of the reforms in the power sector. That will only make state electricity boards or related entities run efficiently and become commercially viable. Maharashtra economy has seen a GSDP growth rate of more than 9% for past two years. The state has the potential to sustain this growth rate, if the desired attention is provided on creation & maintenance of quality infrastructure. State needs to continue with further reforms in the power sector. The government has already drawn up comprehensive plans for turning around the power sector companies. The government now has to act as a catalyst to see to it that the plans and policies are implemented as envisaged. Simultaneously with the capacity addition for generation, the government has to plan for strengthening the transmission and distribution network so that there is no idle capacity or ill managed power generation.
Share in central sector stations Total capacity
The state has taken cognizance of this situation and has drawn up plans for capacity addition to the tune of 6,425 MW. However, this capacity will be available in stages starting from 2009 to 2012, that too if projects are executed as per the envisaged time framework. In addition, the state plans to source 300 MW power by utilising Uran Gas Station in immediate future. A capacity expansion up to 1,040 MW has been envisaged from Uran Gas Station by procuring gas from other sources. Apart from this, the distribution company plans to source 2,000 MW power from private power producers which will materialise by 2011. 4.1.3 Future outlook It is estimated that demand supply gap for Maharashtra excluding Mumbai, will be around 11,000 MW by
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4.2 Telecom Maharashtra is divided into two circles, namely Maharashtra and Mumbai. The players in each circle are as follows Mumbai BPL Wireless Vodafone MTNL Reliance Infocomm Unified Tata Teleservices Bharti Airtel Ltd Idea Cellular Wireline MTNL Maharashtra Vodafone Idea Cellular BSNL Reliance Infocomm Tata Teleservices Bharti Airtel Ltd Aircell Ltd. BSNL
4.2.1 Comparison with other states Number of Connections Maharashtra combined with Mumbai circle has the highest connections in the country both in Fixed as well as Wireless. Fixed connections were at 6.32 million and wireless connections were at 21.12 million as of December 2006.
State-wise Number of telecom connections as of December, 2006 Connection in millions 25
20
15
10
Fixed Wireless
0 Maharashtra + Mumbai 24 Gujrat Andhra Pradesh Karnataka Tamil Nadu Delhi Kerala UP (E+W) Source: Department of Telecommunications, GoI
Public Telecommunication
Circle wise details of Public Phone Booths, as of May, 2007
States Maharashtra Gujarat Andhra Pradesh Karnataka Tamil Nadu Kerala UP (E + W) Overall India
Source: www.bsnl.co.in
Local 249,179 80,697 207,325 211,600 227,029 71,813 17,056 1,179,771
STD 75,339 39,056 59,317 48,073 67,714 52,905 133,688 874,283
Highway 1,600 2,161 1,105 485 469 1,421 8,637 28,770
TOTAL 326,118 121,914 267,747 260,158 295,212 126,139 159,381 2,082,824
Rural Telecommunication The Department of Telecommunication has come up with Village Public Telephone (VPT) scheme in 2002. In the scheme government had decided to connect over 6 lakh villages of India with VPTs. Till December 2006 over 5.5 lakh village were covered. In Maharashtra there are 42,467 villages of them 38,762 have been covered.
Details of VPTs in some of the leading states
States Bihar Madhya Pradesh Maharashtra Orissa Rajasthan Uttar Pradesh (E + W) Overall India
Source: www.bsnl.co.in
No. of Villages 41,077 51,806 42,467 46,989 39,483 103396 607,491
VPTs 38,475 47,577 38,762 40,778 34,571 97274 557,403
Coverage (%) 93.67 91.84 91.28 86.78 87.56 94.08 91.75
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Teledensity Teledensity is the statistic showing number of connections per 100 for the given region. Amongst the metros, as on December, 2006 the tele-density of Delhi and Chennai stands at 82.63 and 77.73 respectively, while that of Mumbai is 63.91
State wise tele-density ( as of December, 2006)
States / Circles Overall Gujarat Haryana Himachal Pradesh Karnataka Kerala Maharashtra Punjab Tamil Nadu All India 22.78 20.6 25.03 23.28 31.73 17.41 34.93 20.34 16.83 Urban 54.44 58.44 77.86 60.47 91.69 47.42 82.54 41.83 33.34
Teledensity Rural 2.52 2.99 7.12 2.52 10.95 2.78 4.92 3.35 1.86
Source: Annual report of Department of Communication 2006-07
As indicated in the table, Maharashtras tele - density is poor, which reflects that though Maharashtra may be the leading state in the number of connections or having the largest numbers of PCOs, it is constrained by the limited spread of the telecom connectivity across the state as compared to its counterparts. Internet & Broadband Internet being the information superhighway has become crucial for many. Maharashtra leads in total number of internet connection with 1.61 million connections. The main reason is the large base of internet users in Mumbai. 4.2.2 Future Outlook Telecom being a centrally governed sector, state government has very little part to play in the same. However state government can always attract private
players to increase their basic infrastructure to promote higher growth in this sector for the state. Areas to concentrate are Increasing the number of internet users in urban as well as rural areas Spreading the broadband network in rural areas Increasing tele density by having more connections Installing the VPTs in remaining 3,705 villages Concentrating on shared infrastructure for wireless connectivity. TRAI has proposal for installing 1,000 such towers covering around 13,300 villages and 17.5 million people.
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4.3 Urban development 4.3.1 Government initiatives The Ministry of Urban Development & the Ministry of Urban Employment and Poverty Alleviation monitor the programmes concerning all the issues of urban development and housing in the country. Some of the initiatives are Integrated Development of Small and Medium Towns (IDSMT) It aims at the development of selected regional growth centres with infrastructure and service facilities so as to enable such towns to emerge as regional centres of economic growth and employment opportunities and arrest migration to large and metropolitan cities.
Infrastructure Development in Mega Cities Development authorities of the respective cities act as nodal agency for implementation of this scheme. Thus for Mumbai, Mumbai Metropolitan Region Development Authority (MMRDA) is the nodal agency. Ongoing water supply projects by MMRDA under this scheme include Rs. 1000 million for construction of intake works at Maswan on Surya river, transmission line and Master balancing Reservoir for Vasai-Virar on BOLT basis Rs. 1650 million for Greater Mumbai for the balance work of Third Mumbai Water Supply and Sewerage Rs. 754 million for Mira-Bhayander Municipal Council for Water Supply
Coverage area of Integrated Development of IDSMT scheme for Maharashtra and India
Towns covered
Central funds released ( in Rs. Crores) 121.43 1,019.44
State funds released ( in Rs. Crores) 79.63 650.10
Reported expenditure (in Rs. Crores) 215.64 1,380.67
Maharashtra Overall India

Source www.muda.nic.in
178 1,854
Jawaharlal Nehru National Urban Renewal Mission (JNNURM) The Prime Minister of India launched the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) on 3rd December, 2005 to give focused attention to integrated development of urban infrastructure and services in select 63 cities with emphasis on provision of basic services to the urban poor including housing, water supply, sanitation, slum improvement, community toilets/baths etc. Projects in Maharashtra under this scheme include Augmentation of the water supply to Mumbai by 455 MLD ( Mumbai Water Supply Project-IV) The Nagpur Water Supply Project which aims to enhance water supply capacity in the city by 113 MLD The Brihanmumbai Storm Water Drainage (BRIMSTOWAD) project in Mumbai, which involves a complete overhaul of the 100-year old city drainage system.
Extension of Accelerated Urban Water Supply Programme to Small Towns (AUWSP) This programme was initiated in 1993-94 to provide safe and adequate water supply facilities to the entire population of the towns having population less than 20,000 as per 1991 Census. Financing is to be done Central Government & State Government on 50:50 basis.
Progress of projects under AUWSP scheme in Maharashtra and India as on 31st March 2006 (Amount in Rs. Crores)
DPR Approved so far Numbers Maharashtra Overall India 37 1,242 Estimated Cost 11,578 182,237
Centre Fund Released 4,827 80,433
State Fund Released 3,730 71,981
Expenditure Reported 10,004 119,978
Source www.urbanindia.nic.in
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4.3.2 Future outlook Ongoing programmes of both the Central and State Governments may not be adequate to fill the resource gap given the large resource requirement. Therefore the Government approved the Pooled Finance Development Fund (PFDF) scheme on September 29, 2006, to provide credit enhancement to urban local bodies to access market borrowings based on their creditworthiness through State-level pooled finance mechanism. PFDF will ensure availability of resources to urban local bodies to improve urban infrastructure, service delivery and to ultimately achieve the goal of self sustainability. 4.4 Special Economic Zones Maharashtra had announced its SEZ policy in the year 2001. In its policy, the government has undertaken to: Provide continuous water and electricity supply Exemption from all state levied taxes, duties and other local taxes Power of labour commissioner to be delegated to Development Commissioner of SEZ. Exempting units in SEZ from certain labour laws (included in 2006) Speedy clearance from government authorities Providing appropriate & exclusive arrangement for maintaining of law and order within the SEZ
4.4.1 Key SEZ statistics

Overview of the SEZ status in the state
Particulars Number of Approved SEZ SEZs already notified by Government Operational SEZ Projected exports for 2007-08 Total proposed Investment# Investments already made# Employment Proposed (Direct)
# #
124 24 7 Rs. 4,540 Crores Rs. 9,531 Crores Rs. 2,530 Crores 3,84,264 5,04,233 47,600 Hectares 4,150 Hectares
Employment Proposed (Indirect)
Proposed Land required for SEZ (Approved + In Principle approval) Land notified by Government
#
Figures are for 20 SEZ, data of which was available
Source - www.sezindia.nic.in
Therefore the Government approved the Pooled Finance Development Fund (PFDF) scheme on September 29, 2006, to provide credit enhancement to urban local bodies to access market borrowings based on their creditworthiness through State-level pooled finance mechanism
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Industry wise breakup of the SEZs in the state as of January, 2008
Particulars IT/ITES/ Hardware and software Pharma & Bio tech Multi - product & FTWZ Textile Agro Metals Engineering & Automotive Multi services Gems & Jewellery Power Others Total
No. of SEZ 48 17 24 8 2 4 6 6 5 2 2 124
Land Required (in hectares) 1,468 1,068 39,308 1,360 300 553 869 1,083 185 1,203 200 47,597
Number of SEZs approved in India (formal and in principle) as of Jan, 2008
States Andhra Pradesh Gujarat Haryana Karnataka Maharashtra Tamil Nadu Uttar Pradesh West Bengal Others
Approved (Formal + In Principle) 73 47 52 50 124 70 27 34 100
Notified SEZ 53 16 15 20 24 27 8 6 26
Notified SEZ / Approved SEZ (%) 75.71 42.11 42.86 50.00 27.27 47.37 34.78 30.00 38.24
The above table reflects that though Maharashtra has the maximum number of SEZs approved in the country, the notified SEZs are just 27% of total approved SEZ. This ratio is lowest as compared to the other states.
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The total land required for approved or in principle approved SEZs in the state stands at over 47,500 hectares against which only 4,150 hectare of land has been notified. The ratio is at mere 8.72%. The ratio is very low compared to other states like Andhra Pradesh & Gujarat, which have a ratio of 68.23 % and 42.37% respectively. The delays in notification have acted as a hindrance in the commencement of construction of SEZs in the state subsequently acting as a bottleneck for the proposed investments in state, along with the potential employment generation, which has been one of the main objectives up establishment of SEZs in the country. 4.4.2 Future outlook Maharashtra government has given due importance to SEZ sector. It formulated its SEZ policy in the year 2001 itself and since then their economic policies have given due weightage to SEZ. Over and above that, their interest in SEZ is clear from the fact that Maharashtra Industrial Development Corporation (MIDC) is the developer of 18 SEZs in the state. Government however needs to address following issues in their future policies Large scale forced acquisition of land and promotion of real estate business Loss of local agricultural and other traditional livelihoods Lack of equal and non-exploitative employment opportunities for local communities in SEZs Increasing burden on natural resources like land, water, forests besides the threat of environmental destruction Revenue losses and lack of real economic development of the country and people Absence of government initiative to start dialogue and open public consultant on the matter
To enable a balanced, transparent approach to the SEZ development in the country, it is essential that a multistake holder addressing the interests of all sections of the society is established. 4.5 Tourism The state of Maharashtra offers a wide range of themes including leisure, heritage, pilgrimage, eco, history for tourism industry in the state. It also offers various tourism circuits like water tourism, Deccan odyssey, adventure tourism etc. Maharashtra Tourism Development Corporation (MTDC) is the state government agency for promotion and regulation of tourism sector. It is also responsible for developing, managing and maintaining the tourist places in the state. Maharashtra state has been maintaining its second position in attracting a major chunk of foreign tourist arrivals in India by garnering a share of around 15%, though the share has declined from around 18% in 2000. 4.5.1 Bottlenecks The state has a treasury of tourism resources in terms of historical places, and a rich cultural heritage along with basic infrastructural facilities across the state. The government has tried to popularize and highlight the culture and natural resources of different regions, traditions, festivals, pilgrims and heritage of the state through its media communication. The tourism potential of the state however has not yet been fully tapped on account of lack of an integrated approach from various government departments and agencies. The important issue is that tourism is not an isolated function or activity in itself but cuts across multiple sectors and hence the role of coordination between different agencies becomes very important. Further, developing tourism industry demands capital intensive projects which have the longer gestation period of 8-12 years, depending up on the size and potential. This creates additional pressure on availability of funds with the functioning agencies.
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The government, through designated agency, had prepared a perspective plan for development of tourism in Maharashtra for the next 20 years. The plan puts stress on more private participation as well as environmental and socio economic concerns through an integrated approach for development of tourism in the state. Moreover, the state government has designed a tourism policy in end 2006 which recognizes the importance and potential of tourism. 4.5.2 Future outlook Tourism in India has the potential to attain quantum growth rates and can ensure fast infrastructural developments and thereby can bring benefits of economic growth to rural and backward areas. India has recorded a very good economic growth rate over past few years and the tourism sector can play a key role for India to sustain that in coming years.
The number of tourists arrivals in India has increased and Maharashtra can take advantage of this burgeoning opportunity. Tourism resources in Maharashtra can generate much higher demands amongst domestic as well as foreign tourists coming in India. The need is for the strategic and intelligent tapping of the market and making tourism a driver in economic growth of the state. The tourism can trigger further commercial growth for the state and generate the much needed avenues for employment and sustained economic development by harnessing the cross sectoral multiplier benefits arising out of the industry.
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5. Transportation infrastructure
Maharashtras transport network has expanded manifold since independence, both in terms of spread and capacity. Along with the increase in quantity, there have been several developments of qualitative nature, such as emergence of a MumbaiPune Expressway, improvement in the self-financing capacity of the sector etc. 5.1 Road The road infrastructure in the State is managed by various local bodies including Public Works Department of the state, Municipal Corporation, Maharashtra State Road Development Corporation (MSRDC), Maharashtra Industrial Development Corporation (MIDC), Forest Department. The total road length maintained by the PWD and Zilla Parishad (excluding internal road length of local bodies) at the end of March, 2006 was 2.31 lakh km of secondary road network . The State also has 4,176 km of national highways
Total Highway length of leading States in Km
State Uttar Pradesh Rajasthan Madhya Pradesh Andhra Pradesh Tamil Nadu Maharashtra Karnataka Orissa Chhattisgarh
Source www.morth.nic.in
Length of Highway in Km 5,599 5,585 5,200 4,472 4,183 4,176 3,843 3,704 2,184
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5.1.1 Projects The establishment of fully state owned corporation MSRDC has enhanced private sector participation in road projects. MSRDC mainly deals with the properties and assets comprising movables and immovables including land, road projects, flyover projects, toll collection rights and works under construction which vested with the State Government and were under the control of the Public Works Department. These have been subsequently transferred to MSRDC.
Completed Projects of MSRDC
Completed Project of MSRDC MSRDC-Airoli Bridge Project 50 Flyover & 5 subways in Mumbai Mumbai Pune Expressway Project Widening of Thane Ghodbunder Road SH - 42 Four laning of Satara - Kolhapur - Stawte border section of NH4
Source - MSRDC On-going Projects of MSRDC
Project Cost in Rs. Cr 160.00 1,500.00 1,630.00 Not Available 530.00
On-going Projects of MSRDC Aurangabad city Integrated Road Development Project Bandra Worli Sea Link Project Improvement of Nagpur-Aurangabad-Sinner-Ghoti-Mumbai Rd. to NH Standard Nagpur city Integrated Road Development Project Pune Integrated Road Development Project Railway Over Bridges Project Sholapur city Integrated Road Development Project Construction of Railway over Bridges under Vidharbha Development Scheme BARAMATI - (Integrated Road Development Project (IRDP) Four Laning & Improvement, O&M and Toll Collection of the Bhiwandi KalyanShil Phata Highway
Source - MSRDC
Project Cost in Rs. Cr 167.80 Not Available 700.00 350.26 260.00 245.14 85.50 104.00 25.00 228.00
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Apart from these, the Mumbai Trans Harbour Link project is envisaged involving construction of a 22 km six-lane bridge from Sewree to Nhava at an estimated cost of Rs. 5,000 Cr. MMRDA (the Mumbai Metropolitan Region Development Authority) has been given the mandate for MUIP (Mumbai Urban Infrastructure Project) and the Mumbai Urban Transport Project (MUTP) to promote infrastructure development and to improve the quality of life in Mumbai. While the MUTP concentrates mostly on railways, the MUIP involves the construction of two vital link roads for connecting eastern and western suburbs viz Jogeshwari Vikhroli Link Road (JVLR) and Santa Cruz Chembur Link Road (SCLR). However some of the projects are suffering from the slow implementation which in turn has escalated the project cost. 5.1.2 Future outlook The government expects private sector investment to increase significantly both at the central and state level in the future. A Planning Commission estimate for the XIth Plan states that about one-third of the total investment in state highways and major district roads will come in from the private sector. The new Model Concession Agreement (MCA) would facilitate the increase in confidence of the private sector in the road projects. In addition there should be a collaborative approach between the government and industry to fine tune financial and regulatory aspects of development. The government needs to incorporate self sustaining financial models for projects. In addition, development of ancillary and auxiliary facilities and increase in the number of lanes to cope with the increasing traffic are issues that need attention in state highways and should be duly addressed.
5.2 Railways
Rail network in Maharashtra
The route length in the state as on March 31, 2006 was 5,910 km ( including 382 km of Konkan Railway), approx 9.3% of the total national route length. Over the past five decades, the rail network in the State ha increased only by around 13% mainly due to the Konkan Railway Most of the railway projects in the immediate past in the state were related to conversion of meter gauge to broad gauge. Some of the recent rail related projects undertaken in the State include Gauge conversion work of narrow gauge to broad gauge in the Miraj-Latur section Construction of 54 km of new broad gauge line between Baramati- Lonand Laying of a 138 km new broad gauge line between Amravati and Narkhed New broad gauge line of 261.25 km in the Ahmednagar Beed-Parali-Vaijanath sector
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Mumbai Urban Transport Project (MUTP) The role of existing suburban rail services is extremely important in the life of people of Greater Mumbai. The system carries about 6 million passengers every day. Though the suburban railways provide an efficient transportation lifeline of Mumbai, the comfort factor during commuting leaves much to be desired. The MUTP aims to develop world-class infrastructure for an efficient, safe and sustainable railway system in Mumbai suburban section, which would provide comfortable and friendly train services to the commuters. Mumbai Rail Vikas Corporation (MRVC), a joint venture of Railways and Government of Maharashtra, has been set up for implementation of rail projects under MUTP and other projects of Railways in the Mumbai Metropolitan Region. The MUTP is being undertaken in two phases. The infrastructural inputs of Phase I of the project include quadrupling of the Borivali-Virar section, 5th & 6th lines from Kurla to Thane, optimisation of Western Railway and cover Addition of 93 track kms of which 34 kms in ThaneTurbhe-Vashi section and 53 kms in Virar-Borivali section under MUTP have been added. Induction of dual voltage 101 new 9-car rakes. Running of 12-car rakes on all lines (excluding Harbour line) by lengthening of all platforms. DC to AC conversion in all suburban sections except Thane-CSTM section, which is to be undertaken up in Phase II of the Project. Some of the benefits to be accrued from the MUTP Phase I will lead to 550 new trains i.e almost 25% increase in total trains per day; Overcrowding during peak hour peak direction will come down from existing, over 5,000 commuters to 3,600 commuters per 9-car rake, resettlement & rehabilitation of 15,000 Project Affected Households. The infrastructural inputs in MUTP Phase II include 5th & 6th line from Kurla to CSTM and Thane to Diwa, 6th line from Borivali Mumbai
Central and cover addition of 88 track kms in addition to the 93 kms being added in MUTP Phase I, 96 new 9- car rakes, completing the DC to AC conversion on Mumbai Suburban systems, resettlement & rehabilitation of 3,000 Project Affected Households. Some of the benefits envisaged from Phase I include segregation of the suburban train operations from the main line passenger & freight services, addition of 800 new trains over and above the - Increase of 30 % over and above MUTP Phase I. Mumbai Metro Project Mumbais extensive commuter rail system is not built to rapid transit specifications. The Mumbai Metro project endeavours to be the planned construction of a mass rapid transit/light rail. The nodal agency for the Mumbai MRTS (Mass Rapid Transit System) is MMRDA. The project enables proper interchange facilities for connectivity to neighbouring areas like Thane, Navi Mumbai, and Vasai Virar. The metro project consists of three phases involving nine corridors spanning a length of 145.38 km.
Master Plan of Mumbai Metro Project
Phase I
Likely Timeline 2006-11
Corridor Versova-Andheri-Ghatkopar Colaba - Bandra-Charkop Bandra-Kurla-Mankhurd
Length (km) 11.07 38.24 13.37 7.50 12.40 19.50 18.00 21.80 3.50 145.38
II
2011-16
Charkop-Dahisar Ghatkopar-Mulund
III
2016-21
BKC-Kanjur Marg via Airport Andheri (East) - Dahisar (East) Hutatma Chowk - Ghatkopar Sewri-Prabhadevi
Total
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In August 2004, the Maharashtra government approved the implementation of the first section (VersovaAndheri-Ghatkopar) of Phase I on a Build-Own-OperateTransfer basis through PPP model. A consortium led by Reliance Energy was selected as the preferred bidder. The construction work on this 11 km corridor began on 8 February, 2008. Timely completion of the metro project would be a major challenge. Factors including construction work amidst on-going traffic, land acquisition, resettlement of project affected parties, diversion of utilities such as sewage lines, water pipelines, and communication and power cables in time would pose as a major impediment. Delhi-Mumbai Industrial Corridor Government of India has announced the establishing of the Dedicated Freight Corridor between Delhi and Mumbai, covering an overall length of 1483 km with end terminals at Dadri in the National Capital Region of Delhi and Jawaharlal Nehru Port near Mumbai. This Dedicated Freight Corridor offers high-speed connectivity for High Axle Load Wagons (25 Tonne) of Double Stacked Container Trains supported by high power locomotives. A band of 150 km (influence region) has been chosen on both the sides of the Freight corridor to be developed as the Delhi-Mumbai Industrial Corridor (DMIC). The nodes shortlisted under DMIC in Maharashtra for Phase I are Igatpuri-Nashik-Sinnar as general manufacturing investment region and the Greenfield Port at Alewadi/ Dighi as industrial area. For Phase II, Dhule Nardhana has been identified as the investment region in the state, with Pune Khed region as the industrial area. These identified regions in Phase I & II are proposed to be self-sustained industrial townships with world-class infrastructure, road and rail connectivity for freight movement to and from ports and logistics hubs, served by domestic/ international air connectivity, reliable power, quality social infrastructure, and provide a globally competitive environment conducive for setting up businesses.
5.2.1 Future Outlook Some of the key issues which need to be urgently looked into by the railways are improving safety measures ( especially during the peak hours of the suburban rail travel), increasing line capacity through automated block signalling (ABS), increasing the comfort factor while travelling in passenger trains, providing an opportunity for greater involvement of private sector in the non-core rail activities. The Indian Railways has over the past few years had a better financial performance, which is providing a platform for innovation in its service line. There is a huge opportunity for the railways to unlock value and contribute to the states and the countrys economic development. This has to be however backed by sound policies and strategic actions. 5.3 Air Ports The aviation sector has transformed from an over regulated and under managed sector to a more open, liberal and investment friendly sector since 2004. During the last two-three years the actual domestic growth rate has been in the range of 24-28 %. In addition, there is considerable suppressed demand for domestic air travel because many regional domestic airports have not been upgraded. To cater to such growth, the Indian airports especially Mumbai (which is the busiest airport in the country) must have its infrastructure in place, which unfortunately at present is the weakest link in the chain.
Top Ten Busiest Airports in India (2006-07)
Aircraft Movement '000 Mumbai Delhi Chennai Bangalore Kolkatta Hyderabad Ahmedabad Goa Trivandrum Pune 201.78 185.17 99.77 94.4 65.69 68.17 25.74 19.63 18.69 16.18
Passengers (Lakhs) 222.5 204.4 89.7 81.2 59.9 57.5 24.9 22.1 17.8 15.7
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5.3.1 Airports Infrastructure in Maharashtra There are three international airports at Mumbai, Nagpur and Pune, with Mumbai leading the ranks amongst the busiest airports in India. Mumbai airport is the busiest in India and South Asia. Recently the Mumbai-Delhi route has been ranked by Official Airline Guide (OAG) as the seventh busiest domestic route in the world based on the number of flights per week. Mumbai handles almost 31% and 27% of International and domestic air passenger traffic respectively. Mumbai International Airport Ltd (MIAL), a consortium of GVK Industries Ltd. (GVK) and Airports Company South Africa (ACSA), was appointed to carry out the modernization of Mumbai Airport (Chattrapati Shivaji International Airport, (CSIA)) in February 2006. The new master plan of the Mumbai International Airport has been designed to expand and upgrade the infrastructure at CSIA to cater for 40 million passengers per year and one million metric tonnes of cargo per year by 2010. It is also proposed to develop a modern state-of-the-art second international airport for Mumbai at Navi Mumbai. The Ministry of Civil Aviation, Govt. of India, has recently granted In Principle approval for setting up a Greenfield airport through public-private partnership (PPP) at Navi Mumbai. City & Industrial Development Corporation of Maharashtra Limited (CIDCO) has been assigned the task of development of Navi Mumbai International Airport. The new airport is envisaged to be operational by 2012. In addition, a brand new Pune International Airport for Pune metropolitan region has been on the horizon for a long time, and the Government of Maharashtra has entrusted the responsibility to Maharashtra Industrial Development Corporation (MIDC) for executing the Pune International Airport project. The airport would replace the existing Pune Airport. The current area under consideration is the area between Chakan and Rajgurunagar , namely around the villages of Chandus and Shiroli, both situated at a distance of 40 km from Pune along the Pune - Nashik National highway (NH-50). MIDC is conducting surveys and completing other formalities to get the required permissions to commence executing the project.
Apart from the metropolitan airports, the government is actively planning to upgrade the airports in Tier II & Tier III towns in the State. The Maharashtra Industrial Development Corporation (MIDC), which operates seven airstrips in Baramati, Belora, Latur, Osamabad, Yavatmal, Kolhapur and Nanded, has initiated a bidding process for private participation for the development of these airstrips into commercial airports. Maharashtra Airport Development Company Limited (MADC), has been formed by the state to play a lead role in the planning and implementation of the Multimodal International Hub Airport at Nagpur (MIHAN) project. MIHAN will be used for handling heavy cargo coming from South East Asia and Middle East Asia. Integrated with the development of MIHAN, the master plan of the project consists of a Special Economic Zone comprising of an Information Technology City, Health City, a Captive Power Plant and other Manufacturing and Value Added units. In addition to MIHAN, Nagpur has also been identified by Boeing as the location for its planned regional maintenance, repair and overhaul (MRO) facility. The Nagpur facility would provide a convenient, centralized location for India-based airlines to schedule routine maintenance and overhaul work, and to have repairs completed. 5.3.2 Future outlook Private participation in the airports will rise, especially with the opening up of regional / merchant airports for better connectivity. With the healthy increase in the business and tourism, increasing importance of air travel would be felt and will lead to the development of aviation hubs. As demand for air travel increases and more small airports are required, clarity on how land will be identified and acquired, clearances etc will need to be developed. With the state government initiatives towards development of Greenfield airports, modernisation / expansion of existing brownfield airports, privatisation of airports there is a need to integrate these initiatives under one comprehensive policy.
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Developing manpower would also be a priority as the sector gears up to handle growth. This will result in more aviation academies and training institutes being set up. Availability off trained and skilled manpower to handle the growth is a key challenge, and is going to become critical in the future. Rationalisation of fuel charges, taxes and duties is another issue that needs attention. In addition, the rapid increase in the number of aircraft operating from India would result in greater demand for maintenance, repair and overhaul (MRO) facilities. However the biggest change in the aviation sector is yet to enfold the blooming of the air cargo transportation. The present cargo handling complexes need a drastic facelift in the overall infrastructure, operations to accommodate the growing potential of air cargo transport. The need to improve perishable cargo handling facilities also becomes imperative for a booming organized retail sector. 5.4 Sea Ports JNPT has played an important role in the handling of containerized goods, accounting for almost 55% of the container traffic movement amongst the major ports in India.
Cargo traffic at major ports of Maharashtra in Million Tonnes
A substantial portion of the export import traffic that is handled at JN Port originates / culminates in north India. The traffic gets distributed mainly amongst the Inland Container Depots (ICDs) located at Tughlakabad, New Delhi and Ludhiana. Apart from the two major ports of JNPT & MbPT, the 720 km long coastline of Maharashtra is also dotted with several minor (non major) ports. For the purpose of development of the minor ports with the participation of the private sector, Maharashtra Maritime Board (MMB) was established in 1996. The ports under MMB are grouped as underBandra Group Mora Group Rajpuri Group Ratnagiri Group Ratnagiri Varoda Tiwari) Jaigad Boria Palshet Dabhol Harnai Kelshi Bankot Jaitapur Purnagad Vengurla Group Vijaydurg Devgad Achara Malvan Nivati Vengurla Redi Kiranpani
Dahanu Tarapur Navapur Satpati Kelwa-Mahim Arnala (Datiware) Vasai Uttan Manori Versova Bandra
Kalyan Bhivandi Thane Mora Karanja Mandwa Trombay Panvelw (Ulwa-Belapur)
Thal Alibag Revadanda Borli-Mandala Nandgaon Murud-Janjira Rajpuri(Dighi) Mandad Kumbharu Shriwardhan
Cargo Handled in Lakh Tonnes at the minor ports of Maharashtra
Cargo Traffic in Million Tonnes 2005-06 Mumbai Port (MbPT) JNPT 44.19 37.83 2006-07 52.37 44.82 Apr-Nov 2007 38.16 35.17 2002-03 2003-04 2004-05
Source: Indian Ports Association (IPA) and CMIE
In Lakh Tonnes
Loaded 5.13 11.03 15.90 16.40
Unloaded 80.30 92.29 105.33 94.72
Total 85.42 103.32 121.23 111.12
2005-06
Source Maharashtra Maritime Board
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The operational minor ports handling cargo include the ports at Dahanu, Tarapur, Dharamtar, Ulwa-Belapur, Trombay, Revdanda, Dighi, Dabhol, Bankot, Kelshi, Ratnagiri, Jaigad, Vijaydurg and Redi The cargo commodities handled at the Maharashtra minor ports is approx 6.5% of the total country minor port cargo traffic. The cargo handled at the minor ports are bulk cargo and include coal, clinker, iron ore, limestone, cement, bauxite, sand, LPG, molasses etc. Ports of Rewas-Aware and Dighi are being developed with the help of private sector participation. In addition, MMB has also identified the development of Greenfield ports of Alewadi / Vadhvan, Anjanvel, Vijaydurg, Ganeshgule, Redi with private sector participation. 5.4.1 Inland Water Transport The minor ports of Maharashtra together handled around 130.48 lakh passenger traffic during April to December, 2006 of which 118.70 lakh passenger traffic was through mechanised vessels and 12.7 lakh was by non-mechanised vessels. Maharashtra Maritime Board (MMB) is developing the following IWT projects under the Centrally Sponsored Scheme of Ministry of Shipping, GoI and includes 1. In Godavari River at Vishnupuri, Nanded 2. From South Mumbai to Amba River/Dharamtar Creek at Mandwa 3. From South Mumbai to Amba River/Dharamtar Creek at Karanja 4. In Mhasla/Mandad River (Rajpuri Creek) at Rajpuri 5. In Mhasla/Mandad River (Rajpuri Creek) at Janjira Fort 6. In Mhasla / Mandad River( Rajpuri Creek) at Dighi 7. In Mhasla/Mandad River(Rajpuri Creek) at Agardanda 8. From South Mumbai to Amba River/Dharamtar Creek at Rewas 9. For eco-tourism project at Isapur, District Nanded, Maharashtra
MMB has also formulated the following projects for IWT development which are under consideration by Ministry of Shipping, Government of India: From South Mumbai to Amba river / Dharamtar creek at Rewas For eco-tourism project at Isapur, District Nanded, Maharashtra MMB is also planning to develop passenger water transport projects around Mumbai. Following is the proposed network Route Western Sea Route Eastern Sea Route Cross Harbour Route From Nariman Point South Mumbai / Gateway of India Gateway of India / Ferry Wharf / South Mumbai To Borivali Thane / Navi Mumbai Mandwa Rewas, JNPT, Elephanta
5.4.2 Future outlook The most important need for port sector activity in the state is to ensure timely implementation of the projects. Although the neighbouring state of Gujarat has the largest investment and executed projects in this sector, not a single port project in Maharashtra has made significant progress so far. It is also important to develop the inland connectivity infrastructure of a minor port, if it has to attract cargo. Lack of port connectivity also acts as hindrance for private investment. The state government in association with the central government should identify and expedite such port connectivity projects. It is also important to create logistics parks to facilitate cargo consolidation / distribution.
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6. Infrastructure financing & the PPP approach

Infrastructure projects being capital intensive, with long gestation periods; the Financial Institutes (FIs) and the banks need to create new structures to facilitate the required funding. Most infrastructure projects are financed at a debt: equity ration of 70: 30. The investment in infrastructure needs to increase from 5% of GDP to 9% of GDP to sustain the 9% economic growth rate during the 11th five year plan (2007-12).
Sector wise investment during the Xth and XIth five year plan
Sectors Rs. crore Electricity (incl. NCE) Roads and Bridges Telecommunication Railways (incl. MRTS) Irrigation (incl. Watershed) Water Supply and Sanitation Ports Airports Storage Gas Total (Rs. crore)
Source www.planningcommission.nic.in
Tenth Plan Anticipated US $ billion @ Rs.41 / US $ 71 35 30 29 27 16 1 2 1 2 215 Sectoral share (%) 33 17 14 14 13 7 1 1 1 1 100 Rs. crore 616,526 311,816 267,001 258,001 223,131 199,127 73,941 34,748 22,378 20,500 2,027,169
Eleventh Plan Expected US $ billion @ Rs.41 / US $ 150 76 65 63 54 49 18 8 5 5 494 Sectoral share (%) 30 15 13 13 11 10 4 2 1 1 100
291,850 144,892 123,411 119,658 111,503 64,803 4,096 6,771 4,819 8,713 880,515
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6.1 Constraints faced by infrastructure investments in India Domestic banks have traditionally been reluctant to finance infrastructure projects due to long gestation period, low commercial viability and unpredictable revenue stream. However with several positive developments in policy and legislation, banks are slowly evolving appropriate financing structures for funding infrastructure projects. Following are some of the other macro-economic and institutional constrains restraining the flow of finds to the infrastructure sector Macro-economic constraints Nature of savings the overall savings are large but there is shortage of long term savings Fiscal discipline - Within the constraints of the Fiscal Responsibility & Budget Management ( FRBM) laws, there will be limited scope for central and state governments to raise their support budgetary as well as guarantees to infrastructure (as share of GDP) in the coming years Availability of risk capital - key constraints in infrastructure financing is the lack of availability of risk capital to support debt raising Concentration of risk - The financing risks of some of the infrastructure sectors, especially the ones that require large amounts of funds, have tended to get concentrated in the hands of few financiers. Institutional constraints Commercial Banks - With the impending constraints on government spending (including on infrastructure) due to the FRBM laws at a time when infrastructure spending is sought to be accelerated, the banking systems exposure to infrastructure would have to rise significantly as a percent of GDP. It is possible that sector exposure norms and maturity mismatches may prevent banks from meeting this challenge. Insurance companies - Eligible investors such as insurance companies have invested limited amounts in private infrastructure development. This can be attributed to regulatory restrictions, underdeveloped corporate bond markets and the absence of efficient credit risk transfer mechanisms Infrastructure focused central PSUs - It may be noted that these PSUs already play a significant role in infrastructure financing (accounting for nearly 40 percent of Indias infrastructure spending) and would have to continue to do so in future. 6.2 Policy initiatives to be taken by Government Development of domestic debt capital market by implementing Patil Committee recommendations, increasing efficiency of private placement market, removing regulatory asymmetry between loans and bonds and introduction of credit derivatives Tapping the potential of insurance sector by harmonizing the definition of Infrastructure, liberalizing investment guidelines for debt instruments and liberalizing investment guidelines for equity instruments Enhancing participation of banks, financial institutions (FIs) and large Non Banking Financial Corporations (NBFCs) in infrastructure financing - by allowing securitization of Infrastructure projects, modifying NBFCs exposure norms, rationalizing exposure norms of financial intermediaries allowing long term Foreign borrowing for on-lending to infrastructure sector and abolishing Statutory Liquidity Ratio (SLR) requirements on long term funds
2009 Deloitte Touche Tohmatsu India Private Limited 41
Fiscal recommendations of Removing requirements of withholding tax for foreign borrowings, rationalization of Dividend Distribution Tax (DDT), providing tax rebate on investment in Ultra Mega Power Projects (UMPPs) and providing equal Tax treatment on unlisted equity shares of Infrastructure Company Facilitating equity flows into infrastructure by liberalizing buyback regulations, allowing change in initial bidders and allowing Venture or Private Equity funds as bidding partners Inducing foreign investments into infrastructure - by taking steps for improving FII participation, providing separate treatment to infrastructure holding companies, allowing Refinancing through External Commercial Borrowings (ECBs) and relaxing the all-inprice ceiling for subordinated and mezzanine debt Utilizing foreign exchange reserves 6.3 Initiatives by the state on PPP projects The initiatives taken by Maharashtra towards PPP approach are as follows: Formation of a cell under Secretary (Special Projects) as nodal officer Formation of Maharashtra Urban Infrastructure Fund with Rs. 47 crores as corpus Formation of Maharashtra Urban Infrastructure Development Corporation Limited (MUIDCL) with 51% private equity. MUIDCL is an asset management company with objective to promote PPP projects. State PPP nodal officer appointed as Managing Director of (MUIDCL) Rules of Business amended at required placed to facilitate growth via PPP PPP experts & MIS experts of ADB inducted as OSDs The projects taken through Private Sector Participation generally fall in the following categories: Construction of new roads. Improvements to existing roads.
Bypasses through towns. Construction of flyovers, bridges, ROBs & tunnels. Construction of expressway. Widening & repairing of bridges. Development of Government plots through privatization While selecting the projects, priority is being given to the works included in road development plan and efforts are being made to maintain regional balance. The major PPP initiatives by the state have been in road transport, in which it has completed several projects successfully.
List of PPP road projects successfully undertaken in the state
S. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Details Mumbai - Pune express highway (95 kms) Flyovers in Mumbai (6 Nos.) Four laning of Thane - Bhivandi by pass(23.62 kms) R.O.B. with the help of IRCON (20 Nos.) ROB at Latur Bridge on Dharamtar Creek Vadgaon - Chakan - Shikrapur Road Ahmednagar - Karmala - Tembhurni Road Mohol - Kurul - Kamathi Road Ahmednagar - Karmala Road Nasik - Niphad Road and Shilapur ROB Pune - Ahmednagar (Pune - Shirur) 4 laning Prakasha - Chadwel - Samoda Road IRDP Baramati Four laning of Satara Kolhapur Kagal Road Nagpur - Aurangabad - Mumbai Road Improvement (700 km) (5 Sections out of 13 Completed) Total
Cost Rs in Crores 2168.00 1172.00 69.00 210.00 24.00 15.25 10.28 39.62 15.30 32.40 19.72 105.00 46.00 25.00 725.00 700.00 5376.57
Source: www.pppinindia.com
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List of on-going PPP State projects
S. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Details Bandra - Worli Sea Link IRDP Pune IRDP Aurangabad IRDP Nagpur IRDP Solapur IRDP Kolhapur IRDP Nanded IRDP Nandurbar IRDP Amravati Four Laning of Pune Satara Road Mumbra Bypass Nanded - Narshi Road Pune - Paud Road Improvement of Thane Ghodbander Road Improvement of Bhiwandi Kalyan Shil Road Bhusawal - Yawal - Amoda Road Ahmednagar - Kopargaon 4 Laning Aurangabad Jalna 4 Laning Ahmednagar - Aurangabad (Wadala Aurangabad portion) 4 Laning Malkapur Buldhana Chikhali Total
Cost Rs in Crores 1206.00 260.00 168.00 350.00 92.00 165.00 77.00 17.00 115.00 440.00 58.68 14.70 32.00 81.82 228.33 23.80 200.00 190.00 160.00 38.76 3918.09
Apart from the above mentioned road projects there is ongoing Dighi port, Rewas port, Alewadi port, Jaigad port and Vijaydurg have been allotted to private developers. Estimated combined capital investment is at Rs. 6,544 crores.
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List of projects considered for development through PPP
S. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Details Flyovers in Mumbai (12 Nos.) Worli Nariman Point Sea Link Sewrii - Nhava Sea Link Thane - Bhiwandi - Wadpa 4 Laning Pune - Ahmednagar (Shirur - Ahmednagar portion) 4 Laning Manjarsumba kej Lokhandi Sawargaon 3 Laning Latur Ausa 4 Laning Osmanabad Latur Nanded 4 Laning Jalana Watur Phata 4 Laning Watur Phata Mantha Jintur Basamat 3 Laning Nanded Ardhapur Waranga 4 Laning and Waranga Hadgaon 2 Laning Nashik Vaijapur Phata 4 Laning (Nashik Aurangabad) Jalana Deulgaon Raja Berala Phata (Jalana Chikhali Khamgaon) 4 Laning Berala Phata Khamgaon (Jalana Chikhali Khamgaon) 4 Laning Venegaon, Pandharpur Road Improvement including By Pass at Pandharpur, Dharshanmandap and Bridge Total
Cost Rs in Crores 445.00 2600.00 4000.00 125.00 126.00 84.36 48.61 324.19 75.43 74.30 43.76 157.50 95.91 92.89 45.44 8338.39
PPP investment of ongoing projects in the leading states
States Andhra Pradesh Goa Gujarat Jharkhand Karnataka Kerala Madhya Pradesh Maharashtra Orissa Punjab Rajasthan Tamil Nadu West Bengal Total
Source: www.infrastructure.gov.in
Total number of projects 21 3 27 8 26 5 28 9 4 14 42 7 13 207
Total estimated cost in Rs. Cr 1999 618 18251 732 2930 3488 2615 12498 3668 750 1818 1237 1216 51820
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Maharashtra is presently ranked second in the country for on-going investments with 12,498 crores of investment. Gujarat is leading the way with Rs. 18,251 crores of investment. The major difference between the two is that Maharashtra has only 5 ports being developed under PPP currently having cumulative project cost of Rs. 6,544 crores. On the other hand Gujarat has 13 ports under cover of PPP with cumulative project cost of Rs. 11,730 crores. 6.4 Role of SICOM and CIDCO in States infrastructure development Sicom Limited SICOM is a premier financial institution located at Mumbai dedicated to catalyzing development in the industrial, services and infrastructure sectors by providing tailor-made financial solutions and advisory services to companies in the private & public sector and Government bodies. Since its inception in 1966, SICOM has dedicated itself to providing entrepreneurs with a range of fund-based and non fund-based products and services. SICOM is also the nodal agency for foreign direct investment in Maharashtra state. After 1994 SICOM has been offering its services for projects located anywhere in India. CIDCO Over 30 years' experience in urban development has earned The City and Industrial Development Corporation of Maharashtra Ltd (CIDCO) a reputation as the premier town planning agency in Maharashtra. CIDCO adopted polycentric pattern of planning and development of Navi Mumbai. The master plan was being modified from time to time as per the needs. The pattern ensured balanced land and even distribution of residential areas, job centres, wholesale markets, non-polluting industry and population density Some of the major projects underway include Navi Mumbai International Airport (NMIA) NMSEZ Mass Rapid Transit System (Railway Projects) Central Park Nature Park Urban Haat Mumbai Trans Harbor Link (MTHL) Integrated complex at Seawoods Railway Station Golf Course Kharghar
6.5 Future outlook In India, due to policy changes and reforms, Public Private Partnerships (PPPs) have increasingly become the preferred mode for construction and operation of infrastructure services such as highways, airports & ports. PPPs can be undertaken through a range of alternatives such as BOT, BOOT etc, with the Model Concession Agreement (MCA) being used to provide a stable regulatory and policy framework. The MCA regulates the PPP contracts by defining the rights and obligation of all parties concerned. In case a project is not viable due to either long-gestation periods or inadequate returns, the government is committed to provide up to 40% funding by way of grants in some cases, called viability gap funding. Central government and state government have both given ample stress on building of Infrastructure via PPP. The initiatives taken by the state government can be seen in the tables represented above in the chapter. The state government is actively implementing enabling mechanisms for infrastructure projects. It has also taken up massive infrastructure development in time bound planner through Public Private Partnership. However the government should also incorporate the PPP model in setting up infrastructure relating to social areas and other industries. There are four major areas that needs to be addressed for the PPP model to be successful a stronger policy and regulatory framework both at the centre and states appropriate market instruments and capacity to raise long term equity and debt credible and bankable infrastructure projects strengthening of government capacity to manage PPP projects. PPPs present an opportunity to meet the States investments needs that can be translated into a win-win situation for all.
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Bibliography
Websites www.boeing.com www.bsnl.co.in www.cea.nic.in www.coai.com www.des.maharashtra.gov.in www.dipp.gov.in www.dot.gov.in www.eiu.com www.en.wikipedia.org www.finmin.nic.in www.indiabudget.nic.in www.indianrailways.gov.in www.indiastat.com www.infrastructure.gov.in www.ipa.nic.in www.jnnurm.nic.in www.maharashtra.gov.in www.maha-arogya.gov.in www.mahagenco.in www.mahasldc.in www.med.govt.nz www.mercindia.org.in www.mmbmumbai.com www.mohfw.nic.in www.morth.nic.in
www.mrvc.indianrail.gov.in www.muda.nic.in www.nandurbar.nic.in www.nfhsindia.org www.planningcommission.nic.in www.powermin.nic.in www.pppinindia.com www.sezindia.nic.in www.trai.gov.in www.urbanindia.nic.in www.wrpc.nic.in Others Annual report of Department of Communications 2006-07. Draft Report of the Working Commission on Higher Education Planning Commission, GoI. Economic Survey (of India) 2007-08. Economic Survey of Maharashtra 2006-07. National Human Development Report 2001 by Planning Commission, GoI.
End note Includes equity capital components only The region-wise FDI inflows are classified a per RBIs Region-wise inflows, furnished by RBI, Mumbai 3 Represents inflows through acquisition of existing shares by transfer from residents. For this, Region-wise information is not provided by Reserve Bank of India 4 IEM Industrial Entrepreneurs Memorandum; LoI Letter of Intent; DIL Direct Industrial License 5 GER = ( Total Graduates and Diploma Enrolled) / (Population in the age group of 18-23) 6 CBR Crude Birth Rate 7 CDR Crude Death Rate 8 IMR Infant Mortality Rate
1 2
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Contacts
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A Infrastructure in Maharashtra

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A background paper on Infrastructure in Maharashtra

2009 Deloitte Touche Tohmatsu India Private Limited

2009 Deloitte Touche Tohmatsu India Private Limited

2009 Deloitte Touche Tohmatsu India Private Limited

2009 Deloitte Touche Tohmatsu India Private Limited

2. Maharashtra state economic overview

Source : Economic Survey of Maharashtra 2006-07

2009 Deloitte Touche Tohmatsu India Private Limited

RBIs regions not indicated3 Total

Source Department of Industrial Policy & Promotion, Government of India

0 2002-03 Source www.siadipp.nic.in 2003-04 2004-05 2005-06 2006-07

Proposed Investment in Rs. Crore

Source: Economic Survey of Maharashtra 2006-07.

2009 Deloitte Touche Tohmatsu India Private Limited

3. Social infrastructure overview

Source National Human Development Report 2001 by Planning Commission, GoI 14

0 1960-61 1970-71 1980-81 1990-91 2000-01 2006-07

Source: Economic Survey of Maharashtra 2006-07

0 1960-61 1970-71 1980-81 1990-91 2000-01 2006-07

Source: Economic Survey of Maharashtra 2006-07

Leading State wise Gross Enrollment Ratio (GER5)

0 1981 India 1991 Maharashtra 2005

Source: Government of Maharashtra, Public Health Department, Directorate of Health Services

2009 Deloitte Touche Tohmatsu India Private Limited

0 1981 India Maharashtra 1991 2005

Soucrce: Government of Maharashtra, Public Health Department, Directorate of Health Services

0 1981 India Maharashtra 1991 2005

Source: Government of Maharashtra, Public Health Department, Directorate of Health Services 18

3.3.2 Comparison with Other States

State Maharashtra Karnataka Andhra Pradesh Tamil Nadu Kerala India

CBR6 19.1 20.9 19.0 17.1 15.2 24.1

CDR7 6.2 6.9 7.0 7.5 6.1 7.5

Source: Government of Maharashtra, Public Health Department, Directorate of Health Services

Source: Government of Maharashtra, Public Health Department, Directorate of Health Services

2009 Deloitte Touche Tohmatsu India Private Limited

0 (1992-93) Rural Urban (1998-99) Total (2005-06)

Source: Government of Maharashtra, Public Health Department, Directorate of Health Services

4. Utilities & ancillary infrastructure

2009 Deloitte Touche Tohmatsu India Private Limited

Peak demand supply gap shortage

Share in central sector stations Total capacity

2009 Deloitte Touche Tohmatsu India Private Limited

Local 249,179 80,697 207,325 211,600 227,029 71,813 17,056 1,179,771

STD 75,339 39,056 59,317 48,073 67,714 52,905 133,688 874,283

Highway 1,600 2,161 1,105 485 469 1,421 8,637 28,770

TOTAL 326,118 121,914 267,747 260,158 295,212 126,139 159,381 2,082,824

No. of Villages 41,077 51,806 42,467 46,989 39,483 103396 607,491

VPTs 38,475 47,577 38,762 40,778 34,571 97274 557,403

Coverage (%) 93.67 91.84 91.28 86.78 87.56 94.08 91.75

2009 Deloitte Touche Tohmatsu India Private Limited

Source: Annual report of Department of Communication 2006-07

Central funds released ( in Rs. Crores) 121.43 1,019.44

State funds released ( in Rs. Crores) 79.63 650.10

Reported expenditure (in Rs. Crores) 215.64 1,380.67

Maharashtra Overall India

Centre Fund Released 4,827 80,433

State Fund Released 3,730 71,981

Expenditure Reported 10,004 119,978

2009 Deloitte Touche Tohmatsu India Private Limited

4.4.1 Key SEZ statistics