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India - Infrastructure Roads

 
  INDIA'S TRANSPORT INFRASTRUCTURE

GUIDELINES FOR PRIVATE INVESTMENT IN NATIONAL HIGHWAY PROJECTS

India has a vast network of National Highways (NHs) totaling to 34,298 km connecting important towns cities, ports and industrial centres of the country.

Industrilation of the country has induced a traffic growth of 8-12 percent per year on many sections of National Highways and this growth trend is expected to continue. While the traffic on National Highways has been growing at a rapid pace, it has not been possible for the Government to provide matching funds due to competing demand from other priority sectors. This has led to a large number of deficiencies in the network. Many sections of the NHs are in need of capacity augmentation by way of widening grade separation construction of bypasses bridges and expressways etc. Many bridges are in need of replacement. The traffic movement on NHs is also hindered due to a large number of Rail-Road crossings where road traffic has to per force stop due to the frequent closures. The overall scenario on the highways has led to economic losses by way of longer turn around time for the vehicle fleeting rising vehicle operating costs and dissipation of human energy in the driving. This calls for urgent remedial measures.

To motivate the inflow of resources for the development, maintenance and management of NHs and to improve their efficiency, productivity and quality of service and to bring in competitiveness in providing highway services to road users. The Government of India in consonance with its general policy of liberalisation/globalisation of Country's economy welcomes private investment in National Highways and hopes that this measure would help in improvements of the existing highways and bring in the latest technology and improvements of the existing highways and bring in the latest technology and improved management techniques. The users are already accustomed to pay fee for use of bridges on National Highways for the last two decades.


Other highway projects have also been awarded to private sector recently and the experience gained in the process has been utilised in framing these guidelines.

 


(A) Existing Network

The deficiencies in the existing National Highways network (as on 1.4.96) and estimated cost of their removal are as given below. These works are required to be completed within a period of 10-15 years.

S.No.

Category of Work

Length/No.

Estimated Cost (1.4.96 prices)

1

Widening of single lane to two lanes including strengthening of pavement

5200 km

5200 Cr.

2

Widening of 2 lanes roads (4 lane or wider)

14.000 km

42.000 Cr.

3

Strengthening of pavement (2 lane equivalent) and construction of paved shoulders

15.000 km

9.000 Cr.

4

Construction of bypasses

40 No.

2.000 Cr.

5

Construction of Bridges

470

1.000 Cr.

6

Miscellaneous & Road Safety Works

L.S.

5.000 Cr.

 

 

Total

64,2000 Cr.


(B) Expressways

Construction of Expressways on new Alignments

2000 km

16,000 Cr

Total (A) + (B)

 

80,200 Cr.

 

Say :

80,000 Cr.


Note : Cr., Crores or Ten million

 

Categories of projects identified for private investment are given in the following table :

S.No.

Category of projects

Indicative Quantum

Existing Network

1

Widening from 2 lanes to 4 lanes

4000 km

2

Major Bridges

50 No.

3

Railway Over Bridges

50 No.

4

Elevated section through Urban Areas

To be identified

5

Interchanges

To be identified

6

Bypasses

30 No.

New Network

7

Expressways

1000 km.


 

The Function relating to development, maintenance and management of National Highways are carried out by the Central Government under the provision of National Highways Act. 1956. The Act has been amended in June 1995 to permit private sector participation, relevant extracts of which are reproduced below

Section 8 (A) :

(1) Notwithstanding anything contained in this Act, the Central government may enter into an agreement with any person in relation to the development and maintenance of the whole or any part of a national highway.

(2) Notwithstanding anything contained in section 7 the person referred to in sub-section (1) is entitled to collect and retain the fees at such rate for services or benefits rendered by him as the Central Government may by notification in the Official Gazette specify having regard to the expenditure involved in building maintenance management and operation of the whole or part of such National Highway interest on the capital invested reasonable return the volume of traffic and the period of such agreement.

(3) A person referred to in sub-section (1) shall have power to regulate and control the traffic in accordance with the provisions contained in Motor Vehicles Act 1988 on the National Highway forming subject matter of such agreement for proper management thereof.

(4) Whoever commits mischief by doing any act which renders or which he knows to be likely to render any National Highway refereed to in sub-section (1) of Section 8A impassable or less safe for travelling or conveying property shall be punished with imprisonment of either description for a term which may extend to five years or with a fine or with both.

 

 

All policy matters relating to National Highways are decided by the Ministry of Surface Transport. Reference to government in these guidelines shall generally mean the central Government in the ministry of Surface Transport (MOST)

 

The central Government has decided that the policy of privatisation of the National Highways will be implemented by the National Highways Authority of India (NHAI). In exceptional cases the Central Government may also assign the function of Implementing Agency (IA) to the States. Therefore reference to IA in these guidelines will generally mean NHAI and the State Public Works Department in exceptional cases.

 

A reference to Enterprise in these guidelines will mean the successful bidder with whom the Government and the Implementation Agency has entered into an agreement for developing, maintaining and operating any NII project.

 

 

The following principles will generally be observed in identification of NH projects for private investment :-

(1) Project is one of the approved projects of MOST.

(2) Project is capable of yielding adequate Economic Internal Rate of Return and EIRR. (The Government investment on the items mentioned in Guideline 9 will be treated as zero cost investment in the calculations for EIRR.)

 

 

Government will carry out all preparatory works for the projects identified for private investment and meet the cost of following items :

(1) Detailed feasibility Study
(2) Land for Right-of-way and en route facilities.
(3) Clearance of the Right-of-way land: Relocation of utility services, cutting of trees, resettlement and rehabilitation of the affected establishments.
(4) Environmental Clearances.

Depending upon the financial viability of a project the Government may recoup its investment on the above items from the project.

 

 

Concessions Available for Enterprise Undertaking any Project :
(1) In the case of an enterprise (the enterprise is owned by a company registered in India or by a consortium of such companies) carrying on the business of developing, maintaining and operating any infrastructure facility, hundred per cent of the profits and gains derived from such business for the initial 5 assessment years and thereafter, thirty percent of such profits and gains are expected from Corporate Tax. The tax concession may be availed of by the enterprise in any ten consecutive assessment years falling within a period of twelve assessment years beginning with the assessment year in which the enterprise beings operating and maintaining infrastructure facility. The meaning of infrastructure is given in Section 80-IA (12) (ca) of the income Tax Act 1961, and includes a road, highway and a bridge.

 

Concessions Available for Lenders / Investors
(1) As an incentive to financial institutions to provide finance for the infrastructure projects, deduction upto 40% of their income derived from financing of these investment is available provided the amount is kept in a special reserve.
(2) Exemption for infrastructure Funds from Income Tax on the income from dividend, interest on long term capital gains of such funds or companies from investments in the form of shares or long term finance in any enterprise set up to develop, maintain and operate an infrastructure facility.
(3) Subscription to equity shares or debentures issued by a public company formed and registered in India and the issue is wholly and exclusively for the purposes of developing, maintaining and operating an infrastructure facility, will be eligible for deductions under Section 88 of the Income Tax Act 1961, which permits deduction equal to 20% of the amount subscribed, from the amount of tax payable by the subscriber. In case of such investment the limit of Rs. 60,000/- per year under section 88 has been raised to Rs. 70,000/-

 

Government has recently decided to permit automatically Foreign Direct Investments upto 74% equity for road and bridge construction as a part of infrastructure. Foreign Direct Investment (FDI) proposals beyond that would be considered by the Foreign Investment Promotion Board on case to case basis.

 

The concession period comprises of (I) the construction period which will be project specific and (ii) the period during which the enterprise is permitted to levy fee and is liable for maintaing the facility which will be determined on competitive bidding basis and may be upto 30 years. The concession period may be extended suitably, to cover any default of the Government in fulfilling its obligations. In the event the enterprise completes construction of the project before expiry of the period specified in (I) it will be entitled to collect user fee from traffic during the balance period available from the construction period at the rates applicable for the year of opening the road for traffic. Incase the enterprise delays completion of the project beyond the period specified for construction its fee collection period will get reduced correspondingly.

 

The revision of the fee may be allowed every year following commissioning of the road for traffic, lined to the Wholesale Price Index (WPI). Such version may be allowed twice in a year when the inflation in the same year jumps by four points. While full compensation would be allowed to offset inflation during a specified period and the extent of compensation may be progressively reduced thereafter in accordance with Bid conditions.

 

The enterprise is to complete the project within the period specified for construction, conforming to the standards and specifications prescribed in the agreement and to the satisfaction of Implementing Agency. Any delay in completion of the project will be to the account of the enterprise unless such delay can be directly attributed to the Government and/or implementation Agency's. Delays occurring on account of Government/ implementing agency would entitle the Enterprise to an appropriate extension in the construction period, and/or to such other compensation as the Bidding conditions may specify.

 

The land meant for highway construction and the land meant for and the land meant for en route highway related facilities, (guidelines 20(1) and 20(2) will be given to the enterprise on lease for the concession period. Any expenditure on stamp duty etc. incurred on documentation for lease of the land will be borne by the enterprise. The lease for the land will be suitably extended in the event the concession period is extended for any reason. The enterprise is not allowed to sub-lease the land to nay one. However, the enterprise is free to license the enroute highway related facilities to anyone for the period(s) limited to the concession period.

 

Bids for the projects will be accompanied by a bid security bond which will be of an amount equal to 1% of the project cost as determined in the feasibility study.

 

The successful enterprise will be required to furnish a performance security bond of an amount equal to 3% of the cost of project as indicated in the feasibility study. Such bond would be discharged after 25% of the works have been completed.

 

(1) In the event of termination of a Concession Agreement for any reason attributable to the Government/Implementing Agency, the enterprise will be compensated for all the costs incurred by it on the project plus interest thereon at the rates indicated in the bidding documents. In addition, the bidding conditions may also include payment of suitable liquidated damaged to be calculated on the basis of pre-determined principles. The objective of such damages would be to provide comfort and assurance to the Enterprise that the Concession Agreement would not be terminated in an arbitrary manner.

(2) If the concession agreement has to be terminated due to inability of the enterprise to fulfil its obligations, the Government's liability towards the enterprise will be restricted to an amount not greater than 95% of the debt secured to project assets that would stand transferred to the Government/ Implementing Agency upon such termination. Where necessary, the Bidding conditions may stipulate other forms of termination payment as may be required in accordance with international norms and practices.

 

(1) Highway construction as per the scope which may be finalised by the Implementation Agency based on a detailed feasibility study.

(2) Highway related facilities, en route as may be identified by Implementation Agency in the bidding documents :
- Restaurants
- Motels
- Rest / Parking Areas
Land for the above facilities will normally be acquired by the implementation Agency. The enterprise will be free to license out such establishments to anyone for the period(S) limited to the concession period and enjoy revenue from them during the concession period.

(3) In addition, the project may include other real estate development that would help in improving the revenue streams of the Enterprise. Cost of land for such facilities shall be paid for by the enterprise but IA may assist in the acquisition of the land. Real Estate Development may include :
- transport Nagars.
- Loading / unloading terminals for cargo.
- Waterhouses / godowns
- Vehicle repair facilities
- Shops for vehicle components
- Restaurants
- Hotels / Motels
- Insurance and Medical Facilities
- Commercial & Residential Complexes.

Real estate development would constitute an important source of revenue for the Enterprise and would, therefore be an important input in price determination. As such, it would be necessary to firm up this components as a part of Bid documents.

The layout of such development shall be finalised by the enterprise with the approval of the IA in accordance with the parameters states in the Bidding documents. The enterprise may be required to obtain necessary clearances from appropriate authorities, based on pre-determined criteria.

In some cases, Implementing Agency may opt to undertake such real estate development as a part of the project. In such a situation, the bidding documents would exclude real estate development and leave it to the Implementing Agency. In an appropriate case, Implementing Agency may project actual of income from such real estate development and use it for subsidizing toll charges that may otherwise seem unsustainable. Alternatively, Implementing Agency may assign real estate development to a third agency on the basis of competitive bidding. Depending upon the circumstances of each case, detailed bid conditions would be evolved in consultation with the concerned Ministries and agencies.

(4) Advertisement / Hoardings
The enterprise would be permitted to allow displaying of advertisements / hoardings within the right-of-way and outside, in accordance with the extant policy of the Government on the subject matter and enjoy revenue from such activities during the concession period. The bid conditions would specify the details of permissible advertisements/hoardings so as to enable the bidders to quantify the likely revenue stream.

 

(1) Completion of the preparatory works as outlines in guideline 9 for the identified projects
(2) Finalisation of Bidding Documents.
(3) Invitation of Bids
(4) Pre-bid Conference
(5) Evaluation of bids.
(6) Awards of concession.
(7) Signing of the Agreement.

 

The Implementation Agency in the first instance will have a feasi8bility study carried out for the project identified for private investment. The feasibility study will establish the scope of the project, lay down standards and specification for its construction, finalise alignment and determine requirement of land, prepare plan for the re-location / shifting of utility services, cutting of trees, prepare social assessment of the project, identify Rehabilitation and Resettlement issues carry out traffic fore case identify the requirement of Highway related facilities including their locations, carry out economic and financial viability of the project after assessing the benefits to the users and determining the user friendly structures for different funding options and various related aspects. The feasibility study will also address to the risks of project appropriately. The study may indicate the possibilities / opportunities of real estate development. The implementation Agency will make available the feasibility study to any interested bidder and may charge appropriate fee for the same.

 

The Bidding Documents will inter-alia include the terms and conditions of the agreement, rights and responsibilities of the parties, remedies, scope of project and its description, standards and specifications, implementation schedule, operation and maintenance standards, issues relating to transfer of the project after the expiry of concession period or after expiry of concessions period or after expiry of the extended period as the case may be. The consequences of fore closure of the project by the enterprise or termination of the agreement by Government will be brought out in the bidding documents. The preparation of bidding documents shall address to various risks of the project appropriately by properly allocating them between the parties. The documents shall be got prepared by the Implementing Agency and given to the interested bidders at least one month before the closing date for submission of the bids after due approval of the documents by the Government.

 

The projects will be classified into the following categories:-

Category - I :
Railway over Bridges, Bypasses, Bridges and Interchanges, each project costing less than Rs. 100 crores as per the feasibility study

Category - II :
All projects relating to 4 laning and Expressways and the projects relating to Bypasses and Bridges each costing more than Rs. 100 crores. As per the feasibility study.

For the Category - I projects costing upto Rs. 50 crores, bids will be received in two covers, one cover containing the technical proposal and the other containing the financial bid. The financing bid of only those bidders which meet the minimum technical standards (to be made known in advance) will be considered for further evaluation. The evaluation criteria will be sated clearly in the Bid documents.

For the category -II projects as well as Category - I projects costing above Rs. 50 crore two stage bidding process will be followed. In the first stage, proposals will be invited from bidders for their short-listing. Financing bids in the second stage will be invited only from the short-listed bidders. While inviting proposals for short-listing of the bidders, the criteria for short-listing would be made known and the bidding documents would clearly stipulate the criteria for evaluation of the financial bids.

The technical proposals for category - I projects or the proposals for short-listing of the bidders for category - II projects will be evaluated keeping in view inter-alia :
(a) Experience of the enterprise
(b) Experience of the contractors/consultants
(c) Capacity of the enterprise to raise funds from the market.
(d) Financial strength of the enterprise
(e) Quality and adequacy of the organisational and institutional arrangements proposed for implementation

The Technical proposal in respect of category - I projects and the proposals for short-listing of the bidders for the category -II projects will be evaluated and finalised by a Committee constituted by the Implementing Agency. Such evaluation will be based on the criteria indicated to the bidders while inviting their offers.

The period of validity of the bid will be as laid down in the bidding documents for specific project.

The advertisements for inviting the bids for the category-I projects will be issued in at least two national English daily newspapers two national Hindi newspapers and at least one paper in regional language.

For category-II projects, the advertisements will be issued in the newspapers applicable for Category-I projects. In addition, the advertisements will also be issued in India & abroad.

The bids will be invited from domestic as well as international bidders.

 

After evaluation of bids and approval of the award by the Government a letter of acceptance of the bid will be issued by the Implementing Agency in favour of the successful bidder. The letter of acceptance will inter-alia specify the formalities to be completed by the successful bidder for signing of the agreement. If the successful bidder is required to furnish performance security or any other guarantee etc.. prior to the signing of the concession agreement it shall be so stated in the letter of acceptance.

 

The draft of the concession agreement would have been provided to the bidders prior to the bidding which shall inter-alia include the form of agreement. The concession agreement shall be signed by the successful bidders and the implementing Agency on behalf of the Central Government

 

The circumstances such as wars, invasion, armed conflict or an act of a foreign enemy, riot, insurrections, act of terrorism, sabotage, criminal, damage or threat of such act, nuclear explosion, radioactive or chemical contamination, any effect of the natural elements, including geological conditions which it was not possible to foresee and to resist, strike of exceptional importance, etc. are beyond the control of either party to the agreement and may cause genuine failure or delay in complying with any obligations under agreement between the parties. In such events, the Government may suitably extend the concession period sufficiently to compensate the enterprise to offset its losses caused due to any exceptional circumstance. The Enterprise may be required to take out an insurance covering its assets against the risk of damage and providing protection against loss of revenue as a result of occurrence of any exceptional circumstances.

In case of BOT projects the financial liability of the Government would be limited except in cases where the continued collection of tolls by the developer is frustrated by a change in policy of the Govt. or force majeure such as a law and order situation. In such cases the concession agreement which is a tripartite agreement between the developer, the concerned State Government and the Central Government would have to provide for a suitable compensation consistent with international norms and practices. As the developer cannot sell the National Highway and recover his assets in the event, tolling is suspended. There cannot be any private investment in the road sector unless such compensation is agreed to. Details of the force majeure clauses that would be incorporated in the concession agreement would be finalised in consultation with Ministry of Finance and with the help of experts/consultants. In principle such clauses would be based on a few and balanced allocation of risks among the participants. In principle such clauses would be based on a few and balanced allocation of risks among the participants reflecting the proposition that risks would be allocated to the entities that are best placed to manage them. It would also be necessary to strike a balance between the need to minimise Government's contingent liability on the one hand and providing acceptable levels of security and comfort to investors and tenders on the other hand.

 

For the purpose of proper management the highway stretch built through private investment the enterprise will have power to regulate and control the traffic on the highway stretch forming part of the agreement between the Government and the enterprise. In order to reduce interference from other authorities no sales tax and octroi barriers will be established on the highway stretch but properly designed unified checks barriers may be allowed at the inter-state borders located out side the right-of-way with proper entry/exit layouts.

 

The Implementation Agency will carry out the Regulatory functions. The upper limit of the user fee applicable for the initial years will be stipulated in the agreement together with the fee revision formula applicable for the subsequent years and appropriate upper limit of fees shall be notified by the Government from time to time. The enterprise will be free to charge loss than such notified fee. The Implementation Agency will ensure that the highway facility is available to all the users on equal terms and no user is charged more than notified fee or harassed in any manner or subject to any unfair or restrictive practices. The implementation Agency in accordance with the Concession Agreement.

The enterprises will be obliged to protect the national interests like national security whenever necessary and required. They will abide by various statutory requirements relating to protection of environment, safety etc. and also abide by the directives issued by the Government/implementation Agency in this regard from time to time, in accordance with the provisions of the Concession Agreement or the laws in force.

 

For the purposes of transfer the project will consist of the assets built within the right-of-way and the junction/inter-section areas [guideline 20(1) and the enroute highway related facilities (guideline 20(2)]. At the end of the concession period the project in sound conditions shall be transferred by the enterprise to the Government free of any cost. The standards to which the project will conform to at the time of its transfer to the Government will be laid down in the concession agreement. Even after the transfer of the project to the Government the Implementation Agency will continue to the exercise control on the highway related development at the entry exit point [guideline 20(3) and the advertisement].

 

Any dispute between the Implementation Agency the Government and the enterprise will be settled under the provisions of the Indian arbitration Act. 1940 which has been recently amended for providing Arbitration procedure on the lines of UNICITRAL

ROAD SECTOR - GUIDELINE
ADDITIONAL POLICY INTIATIVES TO ATRACT PRIVATE INVESTMENT IN HIGHWAY PROJECTS

· Toll rates indexed to Wholesale Price index.

· Government / National Highways Authority of India authorised to provide capital grant upto 40% of project cost to make the project viable. However, the quantum of the grant would be decided on case to case basis through competitive bidding.

· The Government has agreed to permit the development of housing and other activities as an integrated part of BOT road projects. For this purpose profits from housing and other developmental activities ploughed back to the road project within a maximum period of three years, would be treated as investment in infrastructure for tax benefits.

· Five years of corporate tax holidays and deduction of 30% on profits for the purpose of tax in the next five years, to be availed of in 12 years of commissioning of the project has been extended to 20 years.

· External Commercial Borrowings upto 35% of project cost permitted.

· Import duties on modern high capacity road construction equipment have been removed totally.

· Foreign Direct Investment upto 74% of Equity permitted.

· Sharing of traffic risks agreed, modalities being worked out.

· Development of BOT on Government to Government basis agreed in principle.

· Land required for housing and other development activities forming integral part of BOT Highway projects would be acquired as part of land for Highway projects.

· Import of bitumen under Open General Licence (OGL) allowed. 

· Specialised equipments allowed to be imported free of custom duty.
 

India has one of the largest road networks in he world (over 2.9 million km at present).  For the purpose of management and administration, roads in India are divided into the following five categories:

  • National Highways (NH)

  • State Highways (SH)

  • Major District Roads (MDR)

  • Other District Roads (ODR)

  • Village Roads (VR)

The National Highways are intended to facilitate medium and long distance inter-city passenger and freight traffic across the country.

The State highways are supposed to carry the traffic along major centers within the State.  Other District Roads and Village Roads provide villages accessibility to meet their social needs and also the means to transport agriculture produce from village to nearby markets.

Major District Roads provide the secondary function of linkage between main roads and rural roads.

 

Responsibility for the development and maintenance f National Highways rests with the Central Government, while all other roads are the responsibility of the concerned State Govt, and the local bodies.

ROAD NETWORK

CATEGORIES

LENGTH (KMS).

Primary road system covering

National Highways (NH)

 

34,608

Secondary road system covering

State Highways (SH)

 

128,622

Other roads including major

District roads (MDR) other

District roads (ODR) and

Village roads (VR)

 

 

 

2,737,080

Presently, National Highways are being developed, maintained and managed under an agency system.  The execution of works and day-to-day management are looked after by the Public Works Department and those in the border areas are developed and maintained by the Border Roads Organization (BRO).  The Ministry of Surface Transport (MOST), Govt, of India, has the overall responsibility including planning budgeting and standardization for National Highways.

Based on growth trends, projections for future requirements if roads have been made by various agencies like the Planning Commission Ministry of Surface Transport, India Road Congress (IRC). The working group of roads for the Eighth Five Year Plan predicted that freight to 800 BTK and 3000 BTK respectively in the coming years.  With an anticipated growth in GDP at 7% per annum, annual growth of road traffic is expected to be 9 to 10%.

The 20 year Road Development Plan (1981 – 2001) has envisaged a need of 66,000 km lone NHs and 1,45,000 km, Long SHs network by the year 2001.  There is also a need of 10,000 Km long expressing network by the year 2015.

In addition, there is a need to upgrade the road system in the country by widening and strengthening existing highways, reconstruction / widening bridges and provision of user-friendly improvements.  Based on the estimates made by MOST a board assessment has been made by an expert group for the needs for the development and expansion of the main roads.

The functions relating to development maintenance and management of National Highways are carried out by the ‘Central Govt. under the provisions of National Highways Act, 1956.  The Act has been attended in June, 1995 to permit private sector participation.

The National Highways Act, 1956 empower the Central Govt. to enter agreement with any person for development and maintenance of National Highways.  The person may be an individual, partnership firm, company, joint venture, consortium or any other form of legal entity, Indian or foreign, capable of financing from own resources or funds raised from financial institutions, banks, open markets etc., designing and building the project and operating and maintaining it, collecting fee from users during an agreed period which together with construction period is termed as concession period. Upon expiry of the concession period, the right of the person to collect the fee and his obligation to operate and maintain the project will cease and the facility will stand transferred to the Central Govt.

NHAI was established under the National Highways Authority of India Ac, 1988 but was operational in February 1995.  The Authority is an Autonomous Body with executive responsibility for the development maintenance and operation of those National Highways and associated facilities vested in it by the Ministry of Surface Transport.  It is intended to take over the management of the entire National Highways on agency basis in a phased manner.  The Authority has been entrusted with the execution of the highway project under ABD-III as well as OCE-III.  In addition, NHAI will also be implementing other externally aided projects like World Bank-III and maintenance thereof. NHAI will also be responsible for implementation of the policy of privatization.

 

Foreign Direct Investment (FDI) in NH projects upto 74% equity is permitted on automatic basis. FDI proposals beyond 74% equity are considered for approval by the Foreign Investment Promotion Board on case-by-case basis.

 

PROJECTS ON OTHER NATIONAL HIGHWAYS

PROJECT NAME

(US$ MILLION)

DETAILS

ESTD. COST

A- FOUR LANING OF EXISTING NHS:

DELHI-GURGAON (NH-8)

22 KM

22

JAIPUR-AJMER (NH-8)

147 KM

147

GAPS BETWEEN THE

180 KM

180

MUMBAI-OUNE SECTION

30 KM

30

BAGLAORE-NELLORE

50 KM

50

CHILAKALURIPET (NH-5)

350 KM

350

HOSUR-KRISHNAGIRI (NH-45)

60 KM

60

CHENGELPET-YELLUPURAM (NH-45)

48 KM

48

LINKAGES TO PORTS

100 KM

100

TOTAL

1,292 KM

1,292

B- BRIDGES & BYPASSES

55 NOS.

489


 

 

 

 
 
 

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