Strategic importance to State Government
MMRDA as a statutory body is strategically important to the GoM, as it undertakes the planning and infrastructure development of the MMR which covers an area of 6,328 sq km. It is one of the largest metropolitan development authorities in the country. It undertakes key infrastructure development projects in the MMR. Further, authority receives assistance from the government for execution of projects in the form of financial aid as well as guarantees. The financial assistance from the government comes in the form of grants, loans, revolving funds and sub-debts. Furthermore, majority of the loans availed by the MMRDA are guaranteed by the central or state government. Also, government officials form part executive committee of MMRDA with Minister of Urban development, GoM being the chairman.
Significant land bank parcel, aiding large capital receipts
The authority has a land bank worth ~Rs. 90,000 – 1,00,000 Cr. in Wadala and Bandra Kurla Complex (BKC) spanning across a total area of ~400 hectares. The authority auctions off portions of the land, enters into long term lease agreements or transfers development rights to generate funds for executing its projects. Over the years, the authority has generated significant sums of money through these land liquidation ~ Rs 1200 Cr. in FY2023 & ~ Rs 1000 Cr. in FY2024.
Strong financial flexibility and resource mobilization ability
Over the years, the authority has sold significant amounts of land parcels which has led to accumulation of large cash and bank balances (including FD) (~Rs. 6,500 Cr. on June 30, 2025) on which it earns significant interest incomes. Further, the authority receives contributions from the state/central government on a timely basis for various projects, leading to build up of strong reserves and networth which stood at Rs. ~32,487.56 Cr. on December 31, 2024. Further, as a strategically important arm of the GoM and strong historical track record of executions, it enjoys financial flexibility in terms of raising funds from financial institutions at favourable rates, securitized against project cashflows with long moratorium periods.
Particular |
FY 22 |
FY 23 |
FY 24 |
Total revenue and contributions* |
594 |
1,427 |
3,272 |
Revenue expenditure# |
466 |
950 |
1,102 |
Revenue surplus/deficit |
128 |
477 |
2,170 |
Operating margin (%) |
22% |
33% |
66% |
Revenue expenditure /Revenue income (%) |
78% |
67% |
34% |
Capital expenditure on projects |
9,492 |
12,805 |
11,462 |
*includes contribution from government which were classified as capital grants in the financial statements.
#excludes capital expenditure classified as revenue expenditure in the financial statements.
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Significant capex plans elevating the debt levels
The authority is currently executing some key projects across the MMR region including Mumbai metro (line 2B, 4, 4A, 5, 6, 9,10, 12), Uttan to Virar coastal road, Thane to Borivali – twin tunnel, etc. which accounts for a capex spend of ~Rs 2.05 lakh crore (Rs. ~52,000 Cr. spent till June 30, 2025). These project are majorly funded through a mix of external debt, grant and internal accruals ranging to ~ Rs 1.50 lakh crore, Rs ~16,000 crore , ~ Rs 39,000 crore respectively. Therefore, with the increasing project execution pipeline, the external debt has climbed up sharply from Rs. 10,570.22 Cr. as on March 31, 2022 to Rs. 33,945.72 Cr. as on June 30, 2025. Moreover, this debt is expected to increase further in the near to medium term, owing to debt drawdowns for ongoing projects and new developments to be financed through additional borrowings.
Project execution risk
Several projects of the authority have faced delays in the past owing to issues such as land acquisition, contractor issues, regulatory hurdles, environmental clearance, relocation, which have led to significant time and cost overruns in the past. Majority of these issues still persist currently, which may hamper the timely completion of its ongoing projects. However, the authority has undertaken a few initiatives which include penalizing contractors for delays mainly for labour shortage, revision in the compensation policy so as to minimize/avoid delays wherever possible. Further, the long track record of project execution by the authority over the past decades mitigates the risk.
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