<?xml version="1.0" encoding="UTF-8"?><root available-locales="en_US," default-locale="en_US"><static-content language-id="en_US"><![CDATA[<p>When DP World was vying to build a fourth container terminal at Mumbai's main port this year, the Dubai-owned giant made what it thought was a solid bid, proposing to share one-fifth of the terminal's income with the government.<br><br>Then a rival came along with a bid that beat all-comers, offering to hand over 51 per cent of the port's takings to New Delhi to secure the project estimated to cost 67 billion rupees ($1.4 billion).<br><br>Such generous terms are part of an emerging pattern of companies making ambitious - some say unrealistic - bids in a race to cash in on a massive push by Prime Minister Manmohan Singh's government to lure private funding into infrastructure.<br><br>"The bid competitiveness is increasing to the extent that the projects will become unviable," said Devang Mankodi, finance director for South Asia at DP World .<br><br>"There is a lot of hype about India's growth story and probably that is pushing some of the entrepreneurs to bid aggressively," he said. "No one wants to miss the bus."<br><br>PSA International, the Singapore state company that is the preferred bidder for the Mumbai port deal, declined comment.<br><br>While India hopes that half its targeted $1 trillion in infrastructure spending over five years is privately built, attractive projects are scarce, making for fierce bidding.<br><br>That means the government may get an attractive deal in the near-term, but it puts heavy pressure on companies and poses a longer term risk if such projects are delayed or derailed due to over-optimistic assumptions on costs or revenue.<br><br>Winning bids can sometimes be ten times the second place offer, said S. Nandakumar, a sector specialist at Fitch Ratings. Some projects attract dozens of bids.<br><br>Such aggression has prompted major Indian firms such as Reliance Infrastructure, owned by tycoon Anil Ambani, to focus on bigger projects such as expressways.<br><br>"In small projects the competition intensity is completely crazy," said Lalit Jalan, chief executive of Reliance.<br><br>"So we will focus on the large projects where we will have fewer and more rational competitors," said Jalan, whose company built a slick high-speed rail link to Delhi airport, the first of its kind in India.<br><br><strong>Irrational Competitors</strong><br>Strapped for cash, New Delhi is pushing a model known as build-operate-transfer (BOT). Firms bid to build a road or a metro and operate it for a fixed period, collecting toll or ticket fares before handing it over to the government.<br><br>To win, bidders compete to maximise the government's share of revenue or minimise the contribution New Delhi must cough up to ensure projects are viable.<br><br>"Today you have four or five players who are aggressively fighting for a project. So basically they have no choice but to try and increase the financial revenue share ... as high as they can to win the project," DP's Mankodi said.<br><br>"The risk associated with that is that once the long term sustainability of the project is being tested, you will have issues," he said.<br><br>The risk of that happening hasn't deterred a slew of companies pitching for infrastructure projects, however.<br><br>GMR Infrastructure Ltd, which built Delhi's swanky airport and will soon build India's biggest highway, for example, bid on 25 projects last year and won exactly one, according to a spokesman.<br><br>"Earlier we were looking at around 6-10 people getting qualified for a bid. Now around 40 normally get qualified," the spokesman said.<br><br>Newcomers to the BOT model are creating problems, said Shashank Shekhar, vice president for business development at KMC Constructions.<br><br>"Novice players means very new guys who don't have experience of BOT, they are getting into the BOT, which is actually spoiling the market today," he said.<br><br><strong>Optimism And Scarcity</strong><br>Builders of roads, power plants and other big projects are bidding in part because of optimism over the sheer demand in an economy growing at roughly 8 per cent a year with a severe infrastructure deficit.<br><br>New Delhi expects an annual average of $100 billion of private investment in infrastructure between 2012 and 2017, although the government has consistently missed its targets for both funding and construction.<br><br>A slump in India's real estate sector and a drying up of work in parts of the Middle East amid unrest in several countries, means Indian builders are turning to domestic infrastructure.<br><br>A dearth of attractive projects is another factor. The fallout from a spate of corruption scandals, red tape and land acquisition hassles have slowed the award of bids and subsequent construction work.<br><br>In roads, for example, India managed to build about 5 kms (3 miles) a day in the last fiscal year, far short of New Delhi's target of 20 kms a day.<br><br>The Indian government, which unlike China is not flush with government funds to spend on big projects, welcomes the competition.<br><br>For its part, China has much larger state resources and a much better record of execution on infrastructure projects, although now Beijing appears to face a different sort of headache.<br><br>The state has accumulated a mountain of bad loans for infrastructure projects - part of a stimulus package during the economic slowdown - leaving a clutch of redundant works.<br><br>"We want an aggressive bidding climate," Montek Singh Ahluwalia, a top adviser to the government, told Reuters. "It's the job of the private sector to make intelligent bids."<br><br>Some builders have called on the government to shut out bids that look outlandish and end a mentality in New Delhi that they say is more keen on getting things done cheaply than done well.<br><br>"We need to move out of the syndrome that the cheapest is the best. It's rarely the best," Shahzad Nasim, Singapore-based global CEO of the engineering firm Meinhardt, told Reuters.<br><br><br>(Reuters)</p>