Public-private partnership in the development of transport projects in Central Asia and Caspian region |
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Public-private partnership in the development of transport projects in Central Asia and Caspian region
содержание презентации «Public-private partnership in the development of transport projects in Central Asia and Caspian region.pptx»| Сл | Текст | Сл | Текст |
| 1 | Public-private partnership in the | 19 | be provided by the government. |
| development of transport projects in | 20 | Fiscal incentives. Tax incentives are | |
| Central Asia and Caspian region. Anthony | a very important component of any fiscal | ||
| Pearce Honorary Director General, | package. The various forms of tax | ||
| International Road Federation. | incentives could be: tax holiday on income | ||
| 2 | Agenda. Transport PPPs internationally | tax for the concessionaire; | |
| Road PPPs Regional examples Conclusions. | exemption/rebate on customs duty for | ||
| 3 | Agenda. Transport PPPs internationally | imported equipment used in construction or | |
| Road PPPs Regional examples Conclusions. | operation of highway; exemption of stamp | ||
| 4 | PPPs. 4 main roles for the private | duty applicable to various contracts in | |
| sector in PPPs: additional capital; better | the project; exemption/rebate/deferment of | ||
| management and implementation skills; | other taxes value added tax, employee | ||
| value added to the consumer and the public | taxes, etc. | ||
| at large; better identification of needs | 21 | Ancillary revenues. The concessionaire | |
| and optimal use of resources. Around 1000 | may be given permission for property | ||
| PPP road schemes in nearly 60 countries | development along the highway. The various | ||
| worldwide. | alternatives for ancillary revenues could | ||
| 5 | Main Characteristics of PPPs. | be: transport terminals - garages, service | |
| Risk-sharing between public and private | stations, warehouses, rest houses and | ||
| sectors Long-term relationship between | other relevant infrastructure; | ||
| parties Public service and ultimate | restaurants, shops and motels; publicity | ||
| regulatory responsibility remain in public | and advertising space. Estimated that | ||
| sector Using private sector skills for | Moscow-St Petersburg road will make 30% of | ||
| public sector services Contracts for | revenue from ancillary revenues. | ||
| services, not procurement of assets | 22 | Which model to choose? Will users pay | |
| Output, not input, specifications Payments | for road? is the traffic volume | ||
| related to service delivery Whole life | predictable? is the traffic volume | ||
| approach to design, build and operation. | expected to be high? is there a need to | ||
| 6 | General issues. PPP arrangements are | reduce congestion? is there willingness to | |
| growing in use and acceptance as an | pay? move towards payment for distance | ||
| alternative and effective method to | travelled? If “no”, then: shadow tolls or | ||
| mobilize additional financial resources | Annuity or availability payments. | ||
| and benefits from private sector | 23 | Traditional road maintenance. Road | |
| efficiencies PPPs are not the only way to | administrations have increasing | ||
| deliver project financing and project | difficulties under traditional works | ||
| realisation. They do not provide a | contracts to ensure: that design of works | ||
| ‘miracle’ solution nor a quick fix and | is adequate that the quality of works is | ||
| should only be used where appropriate and | adequate that works are completed at the | ||
| where it is able to deliver clear | price given by winning contractor that | ||
| advantages and benefits There is a | roads are maintained after construction | ||
| multitude of PPP structures and the | works are completed. Improved road sector | ||
| appropriate must be selected according to | performance can be achieved because PPPs | ||
| project type, needs and sector. There is | adopt a life cost cycle approach. | ||
| no single perfect model. | 24 | Deterioration of road quality. | |
| 7 | KEY Structural Questions. What is the | 25 | |
| partnership project? Under what legal | 26 | Optimum level of service | |
| authority does the public entity undertake | determination. Target Level of Service. | ||
| the project? What type of entity is the | 27 | Output and Performance-based Road | |
| private sector? Are there pre-existing | Contracts (OPRC). Payments under OPRC are | ||
| assets being contributed / new assets | linked to outputs / outcomes. OPRC can be | ||
| being constructed? Who will own the | used to… Manage and maintain existing good | ||
| assets? What capital resources are | roads over multi-year periods. Bring roads | ||
| available to the partners / who will | to a maintainable condition and then | ||
| provide any needed capital and how? | manage and maintain them for several | ||
| 8 | PPP projects. In 2010 92 transport | years. Rehabilitate and improve roads, and | |
| projects, involving investment commitments | then manage and maintain them for several | ||
| of US$25.8 billion, reached financial or | years. Construction of new roads, followed | ||
| contractual closure in 16 low- and | by a long period of management and | ||
| middle-income countries. | maintenance. | ||
| 9 | Agenda. Transport PPPs internationally | 28 | Agenda. Transport PPPs internationally |
| Road PPPs Regional examples Conclusions. | Road PPPs Regional examples Conclusions. | ||
| 10 | Typical concession contract. | Kakakhstan PPP projects Proposed road | |
| 11 | Types of ppp. Lots of letters… Let’s | Almaty-Issyk Kul Logistics hub at Navoi, | |
| look at a practical example. B – Build D – | Uzbekistan. | ||
| Design F – Finance L – Lease M – Maintain | 29 | Kazakhstan PPP projects. | |
| O – Operate T – Transfer. BOT – Build | 30 | Proposed road Almaty-Issyk kul. New | |
| Operate Transfer BOO – Build Own Operate | highway between Almaty city and Issyk-Kul. | ||
| BOOT – Build Own Operate Transfer DBF – | 31 | Proposed road Almaty-Issyk kul. New | |
| Design Build Finance DBFO – Design Build | highway between Almaty city and Issyk-Kul. | ||
| Finance Operate DBO – Design Build Operate | Estimated traffic: Peak 10 000 veh./day | ||
| BLT – Build Lease Transfer BTO - Build | Average 3 000 veh./day Construction | ||
| Transfer Operate DBFOM – Design Build | period: 2 years Cost: $ 50 million? | ||
| Finance Operate Manage. | Distance ~ 130 km - cut journey by 200 km. | ||
| 12 | How can it be paid back? Options: | Source: National Agency Kazinform. | |
| Tolling Shadow tolling Minimum revenue | 32 | Proposed road Almaty-Issyk kul. Toll: | |
| guarantee Annuity Availability payments | $7 = 8? /km (saving on 200 km fuel ? $10) | ||
| Other income. | Maintenance: annual 2.5% of asset value | ||
| 13 | Tolling only. Rule of thumb is that, | periodic 20% after 8 years 3,000 vehicles: | |
| with a 20 year cost recovery period and a | 85% cars, 15% trucks Annual income: $9 | ||
| toll of €0.03 to €0.06 per vehicle km for | million. | ||
| light vehicles: To cover: Vehicles per | 33 | Proposed road Almaty-Issyk kul. Income | |
| day. Construction and maintenance. | possibly sufficient to cover costs at | ||
| >15,000 vpd. Rehabilitation, operation | 3,000 vpd as a pure toll project. Some | ||
| and maintenance. > 6,000 vpd. | public sector grant to support regional | ||
| Maintenance costs. > 3,500 vpd. Toll | development? Therefore options are: | ||
| collection only. > 1,500 vpd. | Government(s) grant 35%; or PPP is | ||
| 14 | Collecting tolls. Manual tolling. | structured as (say) 35% availability | |
| Combined manual and Electronic tolling. | payment and 65% based on tolls; or | ||
| All electronic tolling. | Governments guarantees a certain minimum | ||
| 15 | Shadow tolling. Toll charges are paid | traffic flow. | |
| directly by the government / project | 34 | Logistics hub Navoi, Uzbekistan. At | |
| sponsor to the concessionaire according to | the crossroads of international | ||
| a predetermined toll structure. Shadow | "North-South" and | ||
| toll can be paid in addition to the toll | "East-West" land and air | ||
| being collected from road-users (for | corridors. | ||
| example the difference between the | 35 | Logistics hub Navoi, Uzbekistan. | |
| toll-charge that provides a normal rate of | Korean Air cargo has 150,000 sq m cargo | ||
| return and the toll-charge users are | terminal to handle 100,000 tons a year air | ||
| willing to pay could constitute the Shadow | freight rising to 500,000 tons. 747-400F | ||
| Toll). | Incheon-Navoi-Milan flights started in | ||
| 16 | Minimum revenue guarantee. A major | August 2010. "Korean Air will spare | |
| challenge is the correct allocation of | no effort in supporting the growth of | ||
| risks between the public and the private | Navoi into Central Asia's best logistics | ||
| sectors - traffic risk is difficult to | hub." | ||
| allocate because neither the | 36 | Logistics hub Navoi, Uzbekistan. Free | |
| concessionaire nor the government can | Economic Zone with manufacturing of: | ||
| reasonably control it. Also traffic | Electro-technical and telecommunications | ||
| forecasts have proved to be inaccurate. | equipment; Machinery and computers; | ||
| Consequently, many governments mitigate | Pharmaceuticals and medical ; Plastics and | ||
| traffic risk by providing a minimum income | polymers. | ||
| guarantee. | 37 | Logistics hub Navoi, Uzbekistan. | |
| 17 | Annuity. Payment to the concessionaire | Forecast traffic: 2011 – 486,000 tons 2020 | |
| is fixed without reference to the traffic | – 1.04 m tons 2030 – 1.20 m tons. | ||
| volume. Government retains the right to | Extensive road (E40), rail and air | ||
| charge a toll from users at any stage of | connections. | ||
| the project. Generally, it also retains | 38 | Logistics hub Navoi, Uzbekistan. | |
| rights relating to property development, | 39 | Agenda. Transport PPPs internationally | |
| advertising along the project site, etc. | Road PPPs Regional examples Conclusions. | ||
| The key difference between shadow toll and | 40 | What Have We Learned? Successfully | |
| annuity is traffic risk: under shadow | concluding a transport PPP is a challenge: | ||
| toll, traffic risk borne by | As a result of unrealistic and aggressive | ||
| concessionaire; under annuity system, | bids, a large number of projects face | ||
| concessionaire does not bear the traffic | re-negotiation Government commitment can | ||
| risk. | disappear in periods of financial stress | ||
| 18 | Availability payments. Made based on | Historically only 55% of proposed projects | |
| achievement of particular project | have reached financial close. | ||
| milestones or performance standards. | 41 | What Have We Learned? Cost recovery is | |
| Project milestones can refer to the road | a major challenge: Full cost recovery is | ||
| being open by a certain deadline, while | only achievable in some transport | ||
| performance standards can be measured | sub-sectors Revenue projections often | ||
| operationally, such as lane closures for | suffer from a bias towards optimism Access | ||
| maintenance purposes, incident management, | to local currency funding is a critical | ||
| or level-of-service performance. Often | success factor for infrastructure projects | ||
| used for toll roads that are not expected | with local currency revenues The | ||
| to generate sufficient revenue to pay for | vulnerability of PPP projects to changing | ||
| their construction and operation. There is | political, financial and economic | ||
| less overall risk to the operator than | circumstances is often underestimated. | ||
| with a traditional concession - the | 42 | Conclusions. PPPs enable the public | |
| concessionaire receives a predictable, | sector to realise infrastructure projects | ||
| fixed set of payments over the life of the | by making use of the skills and experience | ||
| agreement. | of the private sector. In many cases they | ||
| 19 | Financial incentives. Grants: | may also involve private finance. PPPs are | |
| generally for construction for cost and | NOT just about money, but about quality | ||
| balance, if any, should be used for | and value. But they are complex to design, | ||
| meeting the O&M cost. Low interest | implement and manage. A systematic | ||
| loans: generally governments can borrow at | approach with the highest political | ||
| lower cost than the private sector. | support essential. | ||
| Revenue shortfall loan: if there is a | 43 | Thank you for you attention. Anthony | |
| revenue in any year low interest loan may | Pearce apearce@irfnet.net. | ||
| Public-private partnership in the development of transport projects in Central Asia and Caspian region.pptx | |||
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Public-private partnership in the development of transport projects in Central Asia and Caspian region
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Public-private partnership in the development of transport projects in Central Asia and Caspian region