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Federal, State & Private Role in Financing P3's April 26, 2007 Presentation for: Regarding:

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Presentation on theme: "Federal, State & Private Role in Financing P3's April 26, 2007 Presentation for: Regarding:"— Presentation transcript:

1 Federal, State & Private Role in Financing P3's April 26, 2007 Presentation for: Regarding:

2 1 Evolution of Federal RoleI Recent Example of State Role: SH 121 II Private Role: An Alternative Source of CapitalIII Table of Contents Tab

3 I. Evolution of Federal Role

4 3 Federal aid for transportation projects can take many forms. Federal lending vehicles have endured over time $120 Mn standby Federal line of credit for San Joaquin Hills Transportation Corridor Agencies First Federal Section 129 Loan (precursor to TIFIA) for President George Bush Turnpike $140 Mn TIFIA loan for SR 125 is first-ever provided for a private toll road development

5 4 Recent Government Subsidies/Financing Sources TIFIA Overview The Transportation Infrastructure Financing and Innovation Act (TIFIA) provides loans, guarantees and standby lines of credit for transportation infrastructure projects. It is a taxable US Treasury rate. In order to become eligible for credit assistance, a project must meet certain threshold criteria, including: Large surface transportation projects (project costs must exceed $100 million or 50% of State federal highway funds for most recent fiscal year). TIFIA contribution limited to 33 percent Investment grade rating requirement (for senior debt) Dedicated revenues for repayment Private Activity Bonds (PABs) Qualified PABs are tax-exempt bonds issued by a state or local government, the proceeds of which are used to build certain qualified facilities that will be owned, leased or otherwise used by an entity other than the government issuing the bonds. For a PAB to be tax-exempt, 95% or more of the net bond proceeds must be used for one of the several qualified purposes, as described in the Internal Revenue Code. Section 142 of the Code specifically describes what qualifies as an Exempt Facility Bond, which is issued to finance various types of facilities owned or used by private entities. As opposed to state-by-state volume cap allocations that limit the issuance of certain other PABs, SAFETEA- LU establishes a national limit of $15 billion to be allocated by 2009 and issued by As a result of this new provision, tax exempt financing will be made available to surface transportation projects with significantly more private participation than has been permitted in the past under the Code.

6 5 FTA has designed its Public Private Partnership Pilot Program to encourage use of alternative delivery and finance approaches. 3 projects will be selected to participate in the Pilot Program The key benefit of participating will be expedited approval for New Starts funding Candidates of the new Program must exhibit high “demonstration value” which includes the following five criteria: Number of project elements the private partner is responsible for Quality of risk allocation with respect to the cost of project Extent to which equity capital and development proceeds contribute to project and terms related to contribution Whether project is part of a plan that incorporate system-wide congestion pricing Speed of delivery and quality of performance as well as reliability of projections of costs and benefits associated with the project Applications to the Pilot Program will be reviewed quarterly on a rolling basis for as long as there is an opening Deadlines for submission: To qualify for first quarterly review, applications must have been received by March 31, 2007 To qualify for second quarterly review, applications must be received on July 1, 2007 Project’s that submitted for the March 31, 2007 deadline include: Houston Metro BART – Oakland Airport Connector Denver RTD Georgia RTA

7 II. Recent Example of State Role: SH 121

8 7 The $3.4 billion SH 121 Project is the largest competitively bid concession for a greenfield toll road in the United States to date. Goldman Sachs has been serving as a concession advisor to the Texas Department of Transportation (TxDOT) on its Comprehensive Development Agreement (CDA) program since October 2005 The CDA, which provides a competitive selection process for developing regional projects, is the program TxDOT uses to enable private investments in the Texas transportation system On February 28, 2007, TxDOT approved the recommendation of the Cintra consortium as the preferred best value proposer Two other bidding teams led by Macquarie and Skanska submitted bids for the project The Cintra team will pay an upfront fee of $2.1 billion, guarantee 49 annual payments of $25 million per year (PV of $716 million), and spend roughly $567 million to extend the main lanes into Collin County for the right to design, build, finance, operate and maintain the 26 mile road for 50 years post final construction While part of the SH 121 has already been built by TxDOT, this is one of the first Greenfield P3s in the US TxDOT has imposed a revenue sharing arrangement; above certain gross revenue targets, TxDOT will share an increasing percentage of those gross revenues in addition to the upfront payment and guaranteed annual payments The Regional Transportation Council of the Dallas-Worth Area, which will largely decide how the upfront funds will be spent, is expected to use proceeds to accelerate funding for needed transportation projects throughout the region

9 8 Project Overview TxDOT “pre-applied and pre-qualified” for an estimated $700 million TIFIA loan and up to $1.8 billion of Private Activity Bonds (PABs) allocation for this project. The developer has the option to utilize TIFIA and PABs as part of their final funding strategy Tolls will be approximately $0.139/ mile in 2008 and $0.145/mile in 2010 (higher for trucks). Toll increases allowed every 2 years, capped by increase in CPI or Employment Cost Index. TxDOT will allow time of day and congestion pricing starting 2012 Project is expected to be completed in 2012, 20 years earlier than originally anticipated using traditional funding alternatives This approach will limit use of public funds since the developer will bear the full cost. TxDOT funds which otherwise would have been used for this project can be redirected to meet other transportation priorities Developer has committed to higher levels of performance standards than TxDOT currently provides, which will benefit users Award is conditional pending final environmental approval (expected April 2007) and successful financial close

10 9 Overview of SH 121 Location of SH 121 SH 121 is expected to be a ~26-mile tolled diagonal state highway, connecting I-35W near downtown Fort Worth to US-75 near Bonham, Texas ~10 miles of new construction to be completed in 2011, 7 miles already operational as of July 2006, and ~9 miles to be built by the State Pass north of the greater Dallas area, running through Denton and Collin counties, a densely built-up area with one of the fastest growth rates in the State and through the most affluent counties of the Dallas area 6 main lanes with grade separated interchanges at all major cross streets Expected to provided improved access to DFW Airport (the 3rd busiest airport in the US) and other critical regional hubs The Dallas-Fort Worth Metropolitan Area, which is responsible for one-third of Texas’ GDP, is a heavily-developed area with rapid population growth (population increase from 4 million in 1990 to 5.8 million in 2004, CAGR of 2.7%) Highway OverviewMap of Local Area

11 10 Overview of SH 121 Transaction Timeline January 2005: TxDOT received unsolicited proposal from Skanska March 2005: TxDOT issued request for indicative offers June 2005: TxDOT received 5 indicative offers July 2005: 4 consortia short-listed by TxDOT August 2006: TxDOT issued request for final offers January 2007: TxDOT received 3 final offers February 2007: Cintra selected as Apparent Best Value Proposal April 30, 2007 (est.): Obtain environmental approvals and financial close

12 III. Private Role: An Alternative Source of Capital

13 12 North America is the growth market for global infrastructure investors.  $6 bn Fund  Raising $1 bn Fund  Rumored to be raising Fund  Wants to see NYSE listed vehicle to invest  $1+ bn Fund  Over 150 people in U.S.  Adding to base in Austin/Chicago  Building U.S. Team in San Francisco  Moving personnel to New York  Investment team based in U.S.  Considering adding U.S. office Goldman Sachs Carlyle Group Blackstone Group Apollo Advisors Morgan Stanley JP Morgan GE/Credit Suisse Deutsche Bank Merrill Lynch Macquarie Cintra Babcock & Brown Hastings Management Transurban Brisa U.S. Based Infrastructure Funds are Raising Equity and Seeking Investments Established International Infrastructure Investors are Setting Up U.S. Offices

14 13 Public-private partnerships provide an opportunity to fully capture the “growth wedge” in future revenue increases. Municipal bond investors rely on historical revenues to determine the leverage levels which constrains total value for the owner Equity investors look for future returns based on growth Debt + Equity = Greater Proceeds for Owner of Asset Net Toll Revenues Maximum Municipal Bond LeverageConcession Sale Today40 yrsPast Debt x Coverage 99 yrs Conservative Projections Today40 yrsPast99 yrs Equity Investor Debt Net Toll Revenues Conservative Projections

15 14 Substantial pools of capital are focused on investing in infrastructure and this growth wedge. Total Buying Power: $375 Billion Examples of Infrastructure Investors/Operators Babcock & Brown Hastings Fund Star Capital Carlyle Group Galaxy Fund Macquarie CKI Ontario Teachers Borealis Infrastructure Goldman Sachs

16 15 Goldman Sachs Infrastructure Partners has recently increased its Infrastructure Fund to $6.5 billion New, infrastructure-focused, investment fund sponsored and managed by Goldman Sachs Housed within the Merchant Banking Division Leverage from the relationships and capabilities of the Goldman Sachs franchise Equity commitments in excess of $6.5 billion ~$20.0 billion in buying power with additional funds coming through co-investment (includes leverage and equity) Goldman Sachs to provide a significant portion of the equity Fund structure similar to traditional private equity vehicles Year Fund Life Targets uniquely positioned global infrastructure assets with the following characteristics: Essential social services Stable, predictable, low risk cash flows (a) Insulated from the business cycle Revenue often linked to local inflation Able to support high leverage GSIP Seeks to Invest in Global Infrastructure Assets with Stable Long Term Yields Potential Target Asset ClassesFund Overview TypeAsset Types Toll Roads Airports Ports Selected Rail Underground Transport Transportation Regulated Utilities Electricity Gas Water Social Infrastructure Hospitals Schools Prisons Stadiums Communications Broadcast Transmission Networks Mobile Telephony Satellites and Terrestrial or Submarine Cable Networks (a) There can be no assurance that the fund will achieve these objectives.

17 16 Commercial Revenue$49.6$53.3NANA Passenger Revenue NANA Total Toll Revenue$84.9$87.7$90.3$126.0 % Growth EBITDA (c) % Margin Revenue1.7%3.4%8.2%10.3% EBITDA4.2%9.3%10.0%13.0% The recent $3.85 billion lease of the Indiana Toll Road illustrates the PPP market is growing in the US. (in millions)2004A2005A2006E (b) 2007E (b) (a) Source: Wilbur Smith/State of Indiana (b) Pro Forma 2006 and 2007 estimates based on Goldman Sachs and Wilbur Smith internal projections (c) Includes historical concession revenues, which were included as part of the Concession Agreement Critical transportation link between major East Coast cities, the City of Chicago, and the western United States 46 year operating history Approximately 157 miles in length The Toll Road is designated as Interstate 90 (I-90) from the Illinois State Line (where it connects to the Chicago Skyway) to the Ohio State Line (where it connects to the Ohio Turnpike) FY05 AADT of 46,000 on Barrier System, and 25,000 on Ticket System Unchanged toll rates since 1985 – Among lowest $/mile in US State mandated increase to become effective on 3/1/2006 Description of the ITRThe Road Network Financial Overview (a) Ownership and Financing Structure Bank Debt$3, % Equity Total $4, % Financing Structure Acquisition bank debt Tenor is 9 years Step up in margins Partial cash sweep Hedging Fully hedged debt profile for 20 yrs Swap rates step up gradually from 2006 to 2026, starting at 3% p.a. Ownership Structure CAGR 3 Yr Hist. 5 Yr Hist. 5 Yr Proj. 10 Yr Proj. Estimated IRR = 12.5% (d) (d) Source:Macquarie Website

18 17 Indiana Toll Road: The private operator agreed to key concession terms, including predefined future tolling increases and operating standards. Operating Standards: 250 pages of operating standards that must be maintained Restrictions on congestion management with mandated expansion upon certain Level of Service (LOS) triggers Term of Concession: 75 years Estimated Additional Capital Expenditures/Road Enhancements: $4.4 billion (2006 dollars) Toll Increases: A state-mandated toll increase schedule will be implemented on April 1, –First toll increase since 1985 –Passenger car tolls to increase to 5.1¢ / mile, and remain unchanged until 2010 –Commercial vehicle tolls step up as shown below in April 2006, April 2007, April 2008, and April 2009 Concessionaire’s ability to set tolls begins in 2010 with a step up in 2010 to reflect the prior 4 years CPI or nominal GDP per capita growth Maximum annual toll increase from (term of concession) will be the greater of 2%, CPI and nominal GDP per capita growth

19 18 The concession lease of the Chicago Skyway was the first of its kind in the United States. 7.8 miles divided elevated toll road and toll bridge with 3 lanes in each direction Connects to Indiana East-West Toll Road and Dan Ryan Expressway Current tolls: $2 per car, $1.20 per truck axle – no change since 1993 Mostly cash-only tolling Lack of Competing Direct Route Small Impact of Toll Increases on Traffic Demand Strong EBITDA Margins and Revenue Growth Rates Limited Future Capital Expenditures Modernization Potential (US$ in millions)2003 (a) (a) 2006 (a) Revenues ($) (b) Operating Expenses ($) (b) EBITDA ($) EBITDA Margin71.3%70.4%74.5%73.9% Total Vehicles (000)17,42217,39516,26016,422 Revenues3.0%11.6%8.6%10.3% EBITDA1.5%14.1%10.1%12.4% Description of Chicago SkywayThe Road Network Financial Overview Ownership and Financing Structure Debt$1,00053% Equity88247 Total $1,882100% Initial Financing Structure $1.4 bn Debt Refinancing Achieved non-recourse financing Improved match funding of assets and liabilities versus bank financing Reduced financing cost through several features including an innovative accreting swap provided by Goldman Sachs Capital Markets L.P. Ownership Structure (a)Lane closures due to CIP impacted traffic and revenues (completion of CIP in December 2004). (b)Source: Audited financial statements. (c)Source: Macquarie Website CAGR 3 Yr Hist. 5 Yr Hist. 5 Yr Proj. 10 Yr Proj. Estimated IRR = 12.3% (c)

20 19 The Skyway $1.4 Billion refinancing gave “proof-of-concept” to US capital markets of debt financing future growth. Innovative interest rate derivatives created a synthetic floating-rate zero coupon debt instrument allowing: Issue floating-rate securities, enhancing the marketability of its senior debt and enabling the sponsors to achieve a lower rate than may have otherwise been possible Significantly defer fixed-rate payments to the swap counterparties in the early years to the later years after scheduled toll increases take effect Financial Security Assurance (FSA) wrapped not only the senior secured debt, but provided a forward commitment to guarantee certain refinancing debt An aggressive view on growth was necessary to achieve such leverage levels Year End Debt Service and Cash Flow Comparison ($000s) Compounded Annual Growth Rate Projected Cash Flow 16.0%12.5%9.4%5.3%10.7% Projected Cash Flow Debt Service (DS) DS Coverage Ratio 1.9x 2.6x 2.3x 2.2x 2.3x 2.4x 2. 5x

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