Reliance Infra’s Delhi-Agra road upgrade still in cul-de-sac

October 10, 2011

Reliance Infrastructure’s Rs1,928 crore national highway upgrade project between Delhi and Agra has been stuck over clearance from the Ministry of Environment and Forests (MoEF) for more than a year now – a development that is likely to lead to cost escalation in the project.

The 180 km project spanning Haryana and Uttar Pradesh is part of the Phase Five of the National Highways Development Programme, which envisages expansion to six-laning of 6,500 km of highway network.

The phase assumes significance as upgrade of the entire golden quadrilateral (5,846 km) to six-lane standards is a part of it.

Reliance Infrastructure bagged the project from the National Highways Authority of India (NHAI) in May 2010. The company, however, has still not been able to start construction on the road.

The project is being developed on a build, operate and transfer (BoT), toll basis. Analysts, on conditions of anonymity, peg the cost escalation at round 10% as of now.

NHAI, meanwhile, has said that the issue will be resolved in the next one month. Explaining the matter, a NHAI official said, “The clearance involves an area where a toll plaza will be coming up. The clearances happen in two stages. In the first stage, the terms of references are approved by the Union environment ministry. In this project, the MoEF has approved the terms of references four months back.”

In the second stage, public hearing takes place. It is here that the matter is stuck for Reliance Infrastructure. “The public hearing has been completed in Uttar Pradesh. In Haryana, the hearing is scheduled for October 13. Once that is done, the report will be submitted to the MoEF,” said the official.

The company has a portfolio of 11 road projects spanning 970 km, worth Rs12,000 crore. Of these, at least seven will become operational by the end of the current financial year.


C&C Constructions eyes stakes in BOT projects, hydel power sector

October 10, 2011

Mr Gurjeet Singh Johar — Ramesh Sharma

Mr Gurjeet Singh Johar, a Chartered Accountant by profession, did not have any prior experience in construction when he, with his partners, incorporated C&C Constructions in 1996.

Today, as Chairman of the Rs 1,290 crore company, Mr Johar speaks to Business Line as he hunts for acquiring stakes in BOT projects, opportunities in hydel power, and sets Rs 1,800 crore turnover target for the next 2-3 years. Excerpts:

Why did you choose this sector?

I had picked up quite a bit about doing business with my previous employers, and my partners had good construction acumen. We zeroed in on road construction. Today, we are in concessions in roads, parking, checkposts, also doing the largest power transmission job (UP Government tender).

The USP of our group is to identify areas that are difficult to access, less competition. But, we do not just limit ourselves to such jobs — we are also present in ‘mass’ areas.

What is your current debt-equity ratio? Any plans to raise debt?

It is at 1.5. We want to maintain it that level — it should not be more.

Do you get offers to offload equity?

In this market everybody wants to buy. At these prices, we would not want to do any equity transaction. We feel the company’s valuation is quite low.

Has the promoter holding gone up in the company?

There has been a creeping acquisition (In June 2011, promoters held 64.15 per cent — up from 63.43 per cent in March 2011) We are continuing to do it…There is about two per cent (more) that we could buy.

What kind of balance do you want to maintain between contract and BOT projects?

We will be both in contracting and BOT. The balance sheet can only support a certain level of BOT projects and your appetite is much bigger. Over the next few years, if I can get 25-30 per cent of the contract from my own BOT projects. We are moving to buildings, looking at power generation on hydel front.

In the construction space what is a reasonable return level?

The profit before tax (PBT) in construction should be at least 8-10 per cent range. In concession (build-operate-transfer or BOT) side, I would not do anything less than an internal rate of return (IRR) of 15 per cent. There will always be a one-odd transaction just to ensure there is business.

In a competitive backdrop do you see players offloading their stakes in projects?

I see over the next year or so a lot of BOT projects being available at discounts. I am waiting.

There have been offers…it is too early to give their names.

How do you manage risks like interest rate, inflation, etc?

When you are in construction — you could be in BOT or pure contracting. In BOT projects, one has to be very careful about interest rates and inflation. Interest rates are at their peak today. I can only hope they come down. But in construction contracts, we have pass through escalation clauses. So, we are fairly well covered.


Mumbai transport infra upgrade to cost Rs 2,70,000 cr: CM

August 29, 2011

Maharashtra Chief Minister Prithviraj Chavan on Thursday said the state government would have to spend Rs 2,70,000 crore to beef up Mumbai’s transport infrastructure over the next 20 years to keep pace with rising demand.

The state government’s 2031 plan based on a feasibility study by the Mumbai Metropolitan Region Development Authority (MMRDA) includes metrorail, mono rail, sea link and water transport. Chavan was addressing a gathering at a conference on “Infrastructure Development in Mumbai Region” organised by the Indian Merchant’s Chamber here.

“The estimated investment of $50 billion ( Rs 2,70,000 crore) is based on a comprehensive transportation study conducted by MMRDA. The total cost of the infrastructure projects comprising metrorail and monorail, currently undertaken by MMRDA is over Rs 26,000 crore,” said Chavan.

The study focuses on infrastructure in the Mumbai Metropolitan Region (MMR). Out of the total projects planned, 80 per cent will be used for transportation that includes 450 km of road, 250 km of suburban railway and another 1,700 km of roads. Chavan said the Coastal Road Project, one of the most ambitious project in Maharashtra, is also on the anvil.

Chavan said Relief and Rehabilitation (R&R) was the most important challenge for infrastructure projects. He said 40,000 families had been rehabilitated under various projects of MMRDA. Apart from environment issues, Chavan said financial restructuring was a problem, especially with issues like Viability Gap Funding (VGP) involved. “The strength of the city is its human resources. For maintaining their quality of life, a good transportation system is of utmost necessity.”

Throwing light on some of the prominent infrastructure projects, Metropolitan Commissioner of Mumbai Rahul Asthana said the Mumbai Trans Harbour Link (MTHL) flagship project, which was bid unsuccessfully twice, would be put for bid again in May 2012. The contract would be awarded by a estimated cost of Rs 10,000 crore.

“MMRDA plans to compensate the build operate transfer (BOT) operator of the proposed MTHL project in case of low toll collection against the projections. However, in case of higher toll collection, the BOT operator needs to share benefits with MMRDA. Besides, MMRDA proposes to provide long tenure soft loan to BOT operator and also compensate L2 and L3 bidders for the cost of bidding. This is to encourage more players to participate in the bidding process.”

Chavan said the Mumbai Metro Rail project, having nine lines will be implemented in three phases at a cost of Rs 47,000 crore. The first phase of the project in he Versova-Andheri-Ghatkopar corridor, is expected to be completed by the third quarter of 2012, at a cost of Rs 2,356 crore. The Metro Line 2, Charkop-Bandra-Mankhurd, which entails an investment of Rs 7,660 crore, has achieved financial closure on March 14. The civil work is expected to begin from October. Metro III is now extended upto airport from Colaba where the entire stretch will be underground and would cost Rs 18,000 crore.


Supreme Infrastructure: Concrete structure

August 23, 2011

The company, which is present in railways, bridges, buildings, power, sewerage, irrigation and roads, is looking to expand its capabilities in marine projects and deepen vertical strength in various states
Supreme Infrastructure India (SIIL) is one of the few listed infrastructure companies that is doing extremely well. SIIL is present in seven verticals—railways, bridges, buildings, power, sewerage, irrigation and roads—across Maharashtra, Haryana, Punjab, Rajasthan, Uttar Pradesh and West Bengal. Each vertical functions as a business unit, thus increasing focus on execution as well as order book growth. SIIL started with executing orders of Mumbai’s municipal corporation and the public works department of Maharashtra and, when the infrastructure boom started in India in the mid-1990s, it expanded its activities by procuring contracts of urban development and municipal authorities in various cities.

SIIL’s construction business has an integrated business model with in-house asphalt, ready-mix concrete, crusher and wet-mix plants, ensuring timely supply of construction material and saving of tariffs & taxes due to captive material transfers. This also ensures lower costs.

For the financial year ended 31 March 2011, SIIL’s total income jumped 72% to Rs918.70 crore from Rs534.10 crore, while net profit surged by 91% to Rs74.80 crore from Rs39.20 crore in FY09-10. Its net profit for the March 2011 quarter zoomed 148% to Rs27.40 crore from Rs11 crore in the corresponding period last year on an 88% rise in total income to Rs328 crore from Rs174.30 crore.

At present, SIIL has five BOT (build, operate, transfer) projects in Maharashtra. These include Kasheli Bridge which is expected to be complete by Q2FY11-12, while the Panvel-Indapur and Manor-Wada-Bhiwandi projects are expected to be completed by July 2013 and the Ahmednagar-Karnala-Tembhurni project is expected to finish by March 2014. The Haji Malang project is a ropeway project having a construction period of two years. The Manor-Wada-Bhiwandi project—an industrial belt connecting Gujarat and Maharashtra—is the company’s first BOT road project.

The company has also won contracts in the irrigation, railways, building and power sectors. Its Osmanabad (Andhra Pradesh) irrigation project is scheduled to be completed by June 2012. SIIL, in a joint venture with Patwari Electricals, is executing turnkey power projects for Maharashtra State Electricity Distribution Co Ltd. In the railways segment, SIIL has won many orders from Mumbai Railway Vikas Corporation. Also, in the building segment, the company has won several orders from government agencies as well as private companies. Some of the major projects include construction of Edge Towers worth Rs255 crore at Ramprastha City, Gurgaon, construction of Hexcity worth Rs138 crore for Armstrong group at Navi Mumbai.

The company is looking to expand its capabilities in the marine projects segment and deepening vertical strength in each state. In Kolkata, it has joined hands with Bengal Tools to undertake orders in the industrial infrastructure space.

However, currently, most of the company’s orders are from Maharashtra (around 76%). Any slowdown in the order book from this state may affect the cash flows of the company. SIIL has a track record of timely completion of projects. But, being a new player in the BOT segment, there could be a potential execution risk. Land acquisition is also another problem—any delay in project execution would affect the revenues of the company, going forward.

Over the past five quarters, SIIL has reported an average growth in revenues and operating profit of 59% and 56%, respectively. Its average operating margin is 17% and return on net worth is 29%. Its market-cap to revenues is 0.33, while its market-cap to operating profit is 2.16 times. The stock is an attractive buy at the current market price.


Cape Town threatens lawsuit over tolls

August 23, 2011

Outrage over proposed R10bn winelands toll road project in the Western Cape

THE City of Cape Town is threatening legal action if the state goes ahead with plans to develop the R10bn winelands toll road project in the Western Cape.

The South African National Roads Agency (Sanral), which struggled this year to apply tolls to the Gauteng Freeway Improvement Project amid a public outcry about the high costs, has not yet begun construction on the winelands route.

Cape Town mayoral committee member Brett Herron said yesterday he had written to Transport Minister Sbu Ndebele to inform him about the city’s declaration of a dispute under the Intergovernmental Relations Act.

The project encompasses 105km of the N1 highway between Cape Town and Worcester and a 70km stretch of the N2 between Bot River and Cape Town. In 2003 the project received environmental authorisation and it was gazetted as a toll road in 2008.

Mr Ndebele had not received the letter yet, Department of Transport spokesman Logan Maistry said yesterday. “But I am sure that once it has been received there will be further engagement and consultation on this matter, including by the newly announced government commission on infrastructure,” he said.

Mr Herron said the letter was sent two weeks ago.

The city wants to meet Sanral next week to select an independent arbitrator for its dispute. The city alleges that Sanral’s processes, including its environmental impact assessment and its published intent to toll, were “flawed”.

Sanral did not address the city’s concerns during the public participation process, Mr Herron said. These included the socioeconomic effects of tolling . Motorists avoiding the tolls would use alternative routes belonging to the city, which “will impact on maintenance required”. “Sanral refused to discuss the City’s concerns…. Our letter to the minister is our last attempt at resolving this dispute before legal action,” Mr Herron said.

Toll roads “are always an emotional issue,” Sanral manager Alex van Niekerk said. “The bottom line is if you cannot come up with the money through taxes then you are either going to have (tolls) or not have the project.”


Vadodara-Bharuch NH-8 stretch not equipped to handle fire mishaps

April 19, 2010

VADODARA: The Vadodara-Bharuch stretch of National Highway-8 is not equipped to handle any major fire incident.

An RTI application has revealed that as per an agreement signed between National Highways Authority of India (NHAI) and private operator L&T Vadodara Bharuch Tollway Limited (VBTL),which had bagged the six-laning project of 83.3 km stretch of NH-8 on build, operate, transfer (BOT) basis, L&T VBTL is supposed to provide fire brigade service on the highway. But, the ground reality is that there is no fire brigade service on the stretch, which ironically witnesses highest traffic movement, including vehicles that transport chemicals.

The RTI response that was provided to applicant Yashwant Jangid by NHAI states that as operations part of operation and maintenance (O&M) manual, the operator will have to take care of ambulance, fire brigade and tow away trucks and cranes as rescue and medical aid services. The documents under schedule-L carry stamps of both NHAI and L&T VBTL.

But, an L&T VBTL official looking after accident management of the stretch told TOI that he wasn’t aware about such a clause in the concession agreement. “If there is a fire incident on the stretch, we have handy fire extinguishers. If still the fire does not get extinguished, then we call local police which in turn contacts local fire brigade to do the needful,” the official said.

“L&T VBTL officials interpret that the clause in the agreement is to provide only fire brigade services, which does not mean that the highways should have fire vehicles stationed,” a NHAI official claimed. But, the fact remains that L&T VBTL has never approached Vadodara Fire Brigade and Emergency Services (VFBES), managed by Vadodara Municipal Corporation, to get their service.

“We are supposed to function and provide our services only in municipal jurisdiction of Vadodara. When we cross corporation limits, our services are charged. But, we have series of bills pending which neither the contractor of the highway nor the victims of accidents have paid,” chief fire officer of VFBES H J Taparia told TOI, adding that L&T VBTL has never approached them to sign an agreement for such services.

Incidentally, even on Wednesday morning, VFBES officials had to rush to Dumad Chowkdi from the starting point of Vadodara-Bharuch highway when a truck rammed a tree leaving the driver dead on the spot, while officials extricated a cleaner’s body that was trapped by using hydraulic equipment.

“We handle nearly 35 to 40 calls a year on this part of the highway as nobody is ready to go on that road,” Taparia added.


Hazaribagh road clears Cabinet bump

August 6, 2009

Ranchi, July 31: The Union Cabinet has finally cleared the project to widen the Ranchi-Hazaribagh stretch of NH-33, considered the lifeline of the state, making it the first project in the region — including Bihar — to be executed under build, operate and transfer (BOT).

The Cabinet sanctioned Rs 688 crore yesterday for four-laning 71km of the highway which means that a consortium of IL&FS Transportation Networks Limited (ITNL) and Punj Lloyd would now be awarded a contract by the National Highway Authority of India (NHAI).

According to the terms of the BOT-annuity plan, the project will have to be completed in two and-a-half-years. The consortium would be paid Rs 64.08 crore every six months for the next 15-and-a- half years.

In all, the government would be paying the consortium approximately Rs 1,900 crore, the funds for which would be sanctioned in future. The consortium will, however, be responsible for maintaining the road for 18 years from the date of awarding of the contract.

“Now NHAI will issue a letter of intent following which a contract agreement will be signed with the consortium. This will be the first project in Jharkhand and Bihar to be executed under BOT-annuity basis,” Lt Col Chandan Vatsa, the NHAI general manager (BOT), told The Telegraph from Delhi, sounding relieved that the project had crossed its final hurdle.

Four-laning of the Ranchi-Hazaribagh stretch was in phase III of National Highway Development Programme’s (NHDP) which was cleared by the Centre in 2005. But it was held up as the past three attempts to invite bids did not yield results.

Vatsa, however, warned that the state, now under president’s rule, had a lot more to do so that land acquisition, forest clearances and other permissions were speeded up.

“Only about 48 per cent land required for widening the road is under NHAI’s possession. As per the Model Concession Agreement approved by government of India, at least 80 per cent possession of land is mandatory before a contract cab be awarded. So now the state administration must pull up its socks,” the NHAI official said.

NHAI has also provided for a 4.2km bypass in the Kujju area of the highway to avoid the fire zone that has already made commuting in the stretch dangerous. The by-pass, that would run on a new alignment, has been included in the proposed four-laning project.

The total length of the Ranchi-Hazaribagh stretch of NH33, including the bypass, would work out to be 71.16km.

“The new proposed alignment will avoid the existing fire zone in and around Kujju. It could well be the safest zone. But once the project starts we will need to conduct soil, bore hole and other geological tests to assess the exact magnitude of the underground fire,” Vatsa added.

M.K. Pandey, the manager (technical) of NHAI, said they have apprised Delhi about the situation at Kujju. “After conducting the geological tests, the authorities may even decide to alter the alignment of the Kujju bypass once work starts, ” he said.

Nath promises overhaul of road & highway sector

May 30, 2009

In what could be seen as strong indications of an overhaul in the working of road transport and highway sector, new minister Kamal Nath on Friday made it clear that he would go for wholesome changes in the ministry to put road construction back in top gear.

After taking charge of the ministry, Nath said his focus would be on implementation of projects on the ground rather than making big plans — a clear indication that the sector will get a major boost.

“Sadkon ko napi jaati hai, plans ko nahin (roads are measured and not the plans). Lot of thought has been given to planning in the past two years. Now we have to deliver. Performance is evaluated on the basis of kilometres of roads that are built. Now our agenda is of change. The system has to be overhauled so that work on the ground happens. Planning has to be delivered on roads,” he told reporters.

Nath, who was shifted from commerce and industry to road transport and highways, said he was “excited” about his new portfolio. He said he was looking forward to a challenge and he had got one.

On highway projects under public private partnership (PPP) model finding lukewarm response from private developers, the minister said, “Models which are not working have to be done away with and we need to adopt models which can attract investors. Moreover, just awarding the work is not just enough. We have to ensure progress is made on the ground.”

Spelling out his approach to bring the key infrastructure sector back on track, the minister said he was looking at structural changes in the system and procedures to make it result oriented. “Some of the old regulatory frameworks relating to transportation like multiple permit and Motor Vehicles Act have to be looked at from new perspectives. Old laws have to be amended,” he said.

Ministers of state Mahadev Khandela and R P N Singh also assumed charge on Friday.


Gammon India Ltd sees FY09 topline at Rs 3K cr

August 2, 2008

Gammon India has declared its results for the quarter ended June 2008 (Q1). The company’s standalone net sales were at Rs 585.24 crore versus Rs 540.31 crore.

Parvez Umrigar , MD, Gammon Infrastructure Projects said that Gammon India Limited, the contracting arm of the company will book a topline turnover of Rs 3,000 crore for the current year. He added that Gammon Infrastructure, the development arm is more of a value based play and they have capital investment plans of around Rs 7,500 crore scattered over the next few years.

Excerpts from CNBC-TV18’s exclusive interview with Parvez Umrigar:

Q: Numbers look good, Operating profits margins stood at about 71%, the key concern right now is whether are not incremental orders are expected to slow down and more importantly for the current order book that you enjoy at Rs 9,500 crore is there an issue on execution?

A: The privatization space across the sectors continues to keep pace and infact the government has given us a choice that would like to promote more on a privatization model.

We have had some slow down in the road sector because the implementation under NHI new model agreement have had some issues raised by some developers and that once in a while you do change a model agreement so those things arise but otherwise if you see the action in BOT (Build, Operate, Transfer) space for example the government just announced the qualifications of Ennore.

Q: So out of the Rs 9,500 crore of order book, how much execution will be possible in this year and the incremental orders that are coming in, what is the average size that you are looking to bid right now?

A: Gammon India Limited, the contracting arm will book a topline turnover of Rs 3,000 crore for the current year. Gammon Infrastructure, the development arm is more of a value based play and they have capital investment plans of around Rs 7,500 crore scattered over the next few years.

Q: We understand you have 14 projects underway, what is the kind of outlay for these projects?

A: The 14 Special Purpose Vehicles (SPV) companies that we have has an overall capital outlay of Rs 7,000 crore which would involve an equity investment of Gammon itself of around Rs 500 crore.

Q: What is the overall target for FY09 for Gammon Infrastructure at this point in time and what are the kinds of projects you are bidding for right now?

A: Gammon Infrastructure for the current year we expect to grow our current 14 SPVs by at least four more, there two SPVs where we are lowest in the bid and we await the letter of intent (LOI) ending which we can make the official announcement. The topline for the current year on a turnover basis will be around Rs 250 crore.


Nine infrastructure firms in customs net

March 3, 2008

Gammon India, Punj Lloyd, Era among those being investigated for diverting tax-exempt equipment for pvt work

The central intelligence unit of Indian customs here has launched a series of cases alleging import duty evasion by nine infrastructure firms, including well-known names in the field such as Punj Lloyd Ltd, Era Constructions (India) Ltd and Gammon India Ltd.

The companies are alleged to have diverted construction machinery, imported without customs duty specifically for projects financed by the United Nations, other international aid organizations and approved by the government, to private projects, thus evading customs duty.

The money involved in the case is not large in itself, but the development is significant since these firms are involved in construction of roads for projects approved by the National Highways Authority of India (NHAI) and aided by the World Bank, Asian Development Bank and the UN.

Under the Customs Act 1962, equipment imported into India for completion of infrastructure projects financed by the UN or an international organization and approved by the government is exempt from customs duty. The firms had imported machinery, such as piling rigs for construction of roads, and had availed the exemption.

Core of the problem

“We have already booked cases against nine firms and have recovered over Rs12 crore against such illegal import of piling rigs,” said R.K. Mahajan, commissioner (general) of customs, Mumbai.

Apart from Punj Lloyd, Era Constructions and Gammon India, the list of companies provided by the customs includes Afcon Infrastructure Ltd, Ircon International Ltd, Meher Foundation and Civil Engineers Pvt. Ltd, Villayati Ram Mittal Pvt. Ltd (New Delhi), Vijay M Mistry Construction Pvt. Ltd and Maytas Infra Pvt. Ltd.

Each piling rig costs around Rs4 crore and attracts close to Rs1 crore import duty.

“We have also seized piling rigs worth Rs8.25 crore,” Mahajan said. According to him, these companies have evaded customs duty of at least Rs20 crore and the amount could be even more as the investigation is not yet complete.

The infrastructure projects are spread across India. For instance, Punj Lloyd, one of the largest engineering and construction firms engaged in infrastructure projects, had imported piling rigs for its two NHAI-approved projects in Assam, but, according to the customs intelligence unit, these rigs were diverted to New Delhi.

“The company had rented out one of the machines to Delhi Metro Rail Corp. Ltd,” claimed a senior officer of customs who did not wish to be named.

However, the firm admitted it has been “summoned by the central intelligence unit, Mumbai customs, seeking certain clarifications/information pertaining to import of hydraulic operated self-propelled piling rig along with accessories,” imported by it under customs duty exemption scheme.

“Unfortunately, by the time such rig, along with its accessories, touched the boundaries of India it was realized that the said rig etc. could not be optimally utilized at the Guwahati to Nalbari Section of NH31 in Assam project due to non- availability of work… Since the machinery so imported was worth crores of rupees and keeping it idle would not only result in decaying and deterioration but also have an adverse financial impact…the company deemed it prudent to deploy the same to some other appropriate site,” the company wrote in its email.

It admitted that the rig was deployed at the DMRC project “which included construction of roads.” Stating that “by utilizing the…rig at the DMRC project we were in a position to keep the same in running condition,” the company said in its email that the rigs would be used at the Assam project “the moment we receive a green signal…from NHAI.”

“We believe we have acted within the intent and framework of the customs notification and the undertaking and there is no violation of any nature whatsoever and your source on information about the tax evasion on our part is unfounded and baseless,” the email went on to say.

The New Delhi-based Era Constructions, now known as Era Infra Engineering Ltd, was awarded two contracts for construction of roads in Chhattisgarh. However, according to the customs, the machinery was allegedly rerouted to other parts of India. “During the investigation, one of the machines was found at the NTPC Ltd’s site in Dadri in Uttar Pradesh. The other was found in Haryana,” Mahajan said.

Era Infra’s vice-president (commercial) Anil Bhasin said the firm had paid customs duty and interest for the equipment, which was shifted to other nationally important projects of government and public sector undertakings. According to him, the company diverted a few equipment that were not required at the assigned projects to other sites. It actually wanted to return these equipment, but could not do so as there was no provision to return such equipment. “The customs duty for such equipment was paid,” insisted Bhasin.

Gammon India, a Mumbai-based construction firm, according to Mahajan, has violated the rules by diverting machinery to another location for private use. However, he declined to disclose the location where the equipment was transferred and said the case was under investigation.

Gammon India, too, denied being involved in customs duty evasion. “There may be a possibility that some construction companies who have imported equipment under such exemptions could have utilized the same for projects other than for which such exemptions are applicable like, real estate, housing projects, shopping malls, etc. To clarify your doubts, Gammon does not undertake real estate/housing projects which could have been a potential misuse as per your concern. In fact, central intelligence unit had enquired about the utilization from all the importers who had imported equipment under the above exemptions,” said Umakant Tiwari, assistant general manager (procurement), Gammon India, in an email response.


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