`WE MAKE INDIA AN AEROTROPOLIS` - G M RAO AN INTERVIEW WITH A LEADING INFRASTRUCTURE BUILDER

Released on: February 1, 2008, 8:26 pm

Press Release Author: Fabacres/Phani

Industry: Real Estate

Press Release Summary: GMR began almost 30 years ago as a single jute mill in the
village of Rajam, in the eastern state of Andhra Pradesh. "Our journey to today's
GMR happened just accidentally," Rao says. "Whatever opportunity came up, we have
taken that opportunity." Along the way, GMR has been active in banking, insurance,
and breweries but left these industries to consolidate around infrastructure.

Press Release Body: Active in airports, roads, and power, India's GMR, led by
founder and chairman G. M. Rao, is right in the middle of the country's efforts to
build up a weak infrastructure. While Rao expects the economy to remain vibrant, he
worries that it can't be developed fast enough to support current economic-growth
rates. The chairman, whose roots are in the countryside, is also concerned that not
enough has been done to strengthen the rural economy, which above all needs
education, roads, and jobs to give villagers a chance to participate in the newfound
prosperity.
GMR began almost 30 years ago as a single jute mill in the village of Rajam, in the
eastern state of Andhra Pradesh. "Our journey to today's GMR happened just
accidentally," Rao says. "Whatever opportunity came up, we have taken that
opportunity." Along the way, GMR has been active in banking, insurance, and
breweries but left these industries to consolidate around infrastructure.
Along with minority partner Fraport, which manages the Frankfurt airport, in
Germany, GMR is leading the effort to modernize Delhi's international airport. It is
also building a new international airport in Hyderabad and expanding the Sabiha
Gken International Airport, in Istanbul. In addition, it owns three power plants,
with projects under way for several others, and has completed 270 miles of highways.
Meeting in the GMR headquarters, in Bangalore, GMR's chief G M Rao and HNN's chief M
H Ahssan, discussed India's economic prospects, GMR's experience with public-private
partnerships, and Rao's passion for best-practice management of family businesses.
Can India sustain its recent economic-growth rates?
In India the whole system is set up for 5 to 6 percent annual GDP growth. The sudden
growth of more than 9 percent has surprised everyone, and sustainability is a very
big question now. I have doubts that we can sustain this type of growth if two
areas, the rural economy and infrastructure, aren't taken up more seriously.
Ours is an agrarian country, and a lot of things have to happen in the rural areas.
In villages there is not much connectivity, proper infrastructure, or educational
facilities. Not even a scooter or a motorcycle can go on some of the roads; forget
the tractor or the jeep. There is not an adequate supply of qualified teachers, and
the infrastructure is not there. Many schools teach in local languages, and that's
not enough to move upward. Rural people need English schools and vocational schools,
and we have to start moving aggressively with public-private partnerships. People in
the rural areas are therefore moving to the cities, which are already very crowded.
Education is very, very poor. The government must do better at addressing the rural
economy.
Growth will also be difficult to maintain without large improvements in
infrastructure. The government is putting a lot of focus on that, but there are
still a lot of challenges. For instance, getting skilled labor is a very big problem
now for infrastructure projects. Because of this, most of the projects are being
delayed. We should look at something like Singapore's Building and Construction
Authority Academy, which was set up by the government to ensure that there's a
continuous supply of skilled labor for all the projects. At GMR, we're also thinking
about setting up our own training center, with courses of 90 days or six months.
Has the government been effective in addressing these problems?
The government has initiated several positive changes, and private players are also
more and more interested in participating in infrastructure development. However, we
need increased momentum to maintain these high growth rates. For example, the demand
for housing, cold storage, and power outstrips supply-even considering planned
capacity additions.
There are also problems with disbursing funds and implementing these improvement
projects. The government is spending a lot of money to improve roads, but,
ultimately, a lot of that is not reaching the people, and this has been happening
for the past 60 years. Unless you change this, that allocated money is not going to
do much good.
Implementation is also a problem. The government is not organized for this kind of
growth or for speedy implementation of projects. It has to strengthen the whole
system. For example, the National Highways Authority of India has one system for the
whole country, but it should be regionalized into four sectors: south, north, east,
and west. They could each call for their own tenders and monitor their own projects,
while reporting to Delhi. Under the current system, we have so far only completed
about 10 percent of the planned national road improvements-for instance, widening
roadways from two lanes to four.
What can the government do to improve the rural economy?
The government should encourage manufacturers to set up their factories in the
villages. I read recently that a big multinational mobile-phone maker designs its
phones here in India but manufactures them in China. This company makes millions of
pieces a year, and about 2,000 people have jobs there. Why can't we have the
manufacturing as well? One reason is the Labour Act.1 We cannot expand the
manufacturing industry without the right to hire and fire. We have the capability to
manufacture, but we have to change our labor policy.
We also need to expand micro financing further into rural areas. So many people in
villages fall into the debt trap. Their family land is subdivided among brothers
into plots too small to cultivate effectively. Then they go to the moneylenders to
get by. When they can't make payments, the moneylenders take away their land.
Families that were once respected landowners are now laborers, and they migrate to
the cities.
What is GMR's role in building India?
The government is targeting investment of more than $475 billion in infrastructure
over the next five years, and I am sure that GMR will contribute significantly to
this nation-building program. Today we are present in both agribusiness and
infrastructure. We want to play a major role in all three infrastructure sectors
that we're in today-energy, highways, and airports.
On the energy side, we generate 880 megawatts of power using liquid fuel. But we
also have coal and hydro projects under way. We are also looking to enter
transmission and distribution, and whenever nuclear opens up, we want to move into
it. On roads, today we have built 270 miles of roads, and we want to go more
aggressively into this sector. But as I said, there is a problem getting skilled
labor.
Our final core area is airports-not just the buildings, but also the facilities. At
Hyderabad we want to bring in international best practices for cargo, ground
handling, and even the fuel farm there. And today all Indian aircraft are going to
other places-Singapore, Dubai-for maintenance and major repairs, so we're setting up
a maintenance hub in Hyderabad as well. In Delhi we want the airport to be like a
city, an "aerotropolis." Everything will be available around the airport: convention
centers, residential complexes, a hospital, and entertainment facilities.
Is it realistic for the government to expect the private sector to participate
heavily in building the country's infrastructure?
I don't think the government is asking too much. Today we are involved in two
public-private partnerships with the airports in Delhi and Hyderabad, and our
experience has been very positive. The public side has the capabilities-the
technical capabilities-but the speed is not there. We are bringing the speed, as
well as the best technology, the best financial engineering, and the best talent in
the world.
Take the Delhi International Airport as an example. Building that type of
airport-five million square feet-with high standards would take a minimum of six or
seven years anywhere in the world. But we're helping to expedite the project, and
we'll build it within three-and-a-half years by implementing global best practice.
The government is giving us its full support. It's helping to get us all the
clearances that are needed, like utilities, power, evacuating the land.
What has made the partnership so successful?
You must be transparent and communicate with the government properly about any issue
that comes up. I'm not facing any major problems now. One has to regularly
communicate. Every month we have meetings with people from the Ministry of Civil
Aviation, with the state government, with the lieutenant governor, or with cabinet
secretaries, and we discuss what is happening on the project. But if what you say
and what you're doing are different, then the authorities in the government will
become skeptical. If you're honest and transparent, then you'll get the clearances
you need.
But the private side also has to do a little more than just communicate clearly. One
has to be perseverant to get things done. Once the officers or bureaucrats are back
in their offices, their time is not their own. They get preoccupied with meetings
with internal and external constituencies. You'll no longer have their attention.
It's up to you to keep things moving. I might need A, B, or C, but once an official
is back in the office and is distracted by meetings and appointments, it could take
5, 10, 15 days-a month-to get what you need. So somebody has to follow up. You
cannot have a passive relationship; you have to be very actively engaged.
In July GMR and two partners won the bid to build a new terminal at Sabiha Gken
International Airport, in Istanbul. What made you expand abroad?
With India's government and the Left opposing further privatization of airports, it
will take a lot of time before new opportunities come up in India. We already had a
good airport business-development team and we had good skills. We had very little
time to prepare for the opportunity in Turkey, but we geared up and won the bid.
We are open to other opportunities abroad in any of our sectors. We're not going to
go after all the tenders, though. We would prefer to be selective, ensuring that we
deliver what we promise.
How have you been so successful in these highly competitive tenders?
With the Delhi airport, it was really the opportunity of a lifetime. We worked for
two years on the Delhi airport proposal, focusing on the ultimate goal of winning
the bid. We concentrated on improving the financials, evaluating various options to
combat the challenges. We visited different airports, set up a separate
business-development team in Delhi, and examined all the parameters. We followed the
same process for Istanbul.
What organizational changes have you made as GMR grew?
I started business all alone. Then in the course of time, some friends joined me. It
has been a long journey since those days, and we've taken advantage of opportunities
as they came along; for example, when the government opened the power sector to
private investments, we made the strategic decision to enter energy. Starting from a
single jute mill in 1978, we now have more than 2,000 employees, a radically
different focus, and annual revenues of almost 2,000 crores.
Two recent changes are worth noting. First, we've launched a detailed
performance-management system throughout the group and have introduced variable pay
linked to performance as part of the process. Until now we've just had fixed
compensation at all levels. Regular performance appraisals with clear-cut goals and
talent-pipeline management have been introduced in a new human-resources-management
system. This was very difficult to initiate. People were treating the appraisals as
rituals that they had to go through. Then we included performance targets, and
people started taking them seriously.
Next, about two years ago we formalized our strategic-planning process. And after
identifying high-priority areas, we implemented a balanced-scorecard system to keep
track of our progress. These scorecards are deployed down to the manager level and
are reviewed at least twice a year.
Can you tell us what you've done to ensure GMR's health as a family-owned business?
When I was a director at Vysya Bank, one of my tasks was to talk to people with
nonperforming assets who were about to default. I saw a lot of family businesses in
trouble. I remember one well-respected family with two brothers. The younger would
never sit down before the older one did, as a mark of true respect. Three years
later the same brothers were fighting in the streets with knives. Once family
members start fighting, their energy is diverted. They are no longer focused on the
business, but on the fight. That was a big lesson for me.
Later, I went to a conference on family businesses and heard M. V. Subbaiah, of the
Murugappa Group speak. That was a real eye-opener for me. I started attending
international family business summits, and I brought in top experts to look at my
business. Then I called a meeting of my family and, very reluctantly, all eight
members came. We had a lot of differences, and everyone was allowed to talk freely.
We all started talking very animatedly, emotionally-arguing and what not. It took
time to get everyone to reach consensus. I put it all on video so that the next
generation gets to see how we executed it.
In the end we agreed to a family constitution model that outlines succession,
conflict resolution, our values, and our mission. It says what qualifications are
needed to enter the business, as well as our media and political policy. It even
talks about what happens in case of a divorce. All these things needed to be
addressed in detail to protect and delink the business from the family.
Today 65 percent of the top companies on the National Stock Exchange of India are
family-owned businesses. We need to think about their governance. These companies
are becoming so big that if the family gets estranged, it could impact the national
business environment.
What would you like to see GMR become?
We want to be a good player in infrastructure and a great institution. All of my
family members share this idea. We want to be a value-driven institution. That is
the type of brand that we want to create. I'll know we've reached this point when
something happens in the business and no one bothers me. Other people will take care
of it, so I can go on a long vacation and nothing happens.
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G. M. RAO - VITAL STATISTICS
Born July 14, 1950, in Rajam, Andhra Pradesh, India
Married with 3 children
Education: Graduated in 1974 with degree in mechanical engineering from Andhra
University College of Engineering, Vishakhapatnam, Andhra Pradesh. Received honorary
doctorate in philosophy in 2005 from Jawaharlal Nehru Technological University,
Hyderabad, India
Career highlights
. GMR Founder and chairman (1978-present)
. ING Vysya Bank (formerly Vysya Bank)
. Chairman emeritus (2006-present)
. Director and chairman (1994-2006)
Fast facts: Serves as chairman of board of Hyderabad International Airport.
Established GMR Varalakshmi Foundation in 1991, which focuses on education, health
and hygiene, community development, and empowerment of rural youth. In 1997 the
foundation launched GMR Institute of Technology (GMRIT), an engineering college in
Rajam, Andhra Pradesh.
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Word Count: 2523
Date: 08-11-2007
Source: HNN Syndication Service
Client: Reality Exchange - Hyderabad
Code: E/3351/07
Copyright 2007. All rights reserved.



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