NHAI Report Part 1 Opt

Government of India
Ministry of Road Transport and Highways
Guidelines for Investment in

Road Sector
Not just roads... building a NATION

Index
Executive Summary 4
Current Scenario 5
Financing National Highway

Projects 7
Public Private Partnership in

Highway Development 10
Revenue Risks and Mitigation 25
Overview of Successful Projects 28
Work Plan-II (2010-11) 30
Policy Framework 34
Foreign Direct Investment Policy 36
Tax Environment 38
Repatriation of Investments
and Profits Earned in India 44
Administrative Framework 46
About NHAI 48
Annexure 50
KPMG in India
for
National Highways Authority of India
The information contained herein is of a general nature and is not intended to

address the circumstances of any particular individual or entity. Although we
endeavor to provided accurate and timely information, there can be no
guarantee that such information is accurate as of the date it is received or that
it will continue to be accurate in the future. No one should act on such
information without appropriate professional advice after a thorough
examination of the particular situation.
4 Guidelines for Investment in Road Sector
Executive Summary
The National Highway network of the country spans provided the single largest opportunity for private
about 66,590 km.The National Highway Development financing and management of infrastructure services.
Project (NHDP), covering a length of about 55,000 km
of highways, is India's largest road development Build Operate Transfer (BOT) concession contracts
programme in its history. In many ways, this ambitious with an estimated value of USD 9.2 billion (including
and path-breaking initiative of the Government of BOT/DBFOT2-Toll and BOT-Annuity contracts) have
India, which began in the last decade acknowledged been awarded under various packages till date and
the importance of private sector in India's these projects are expected to be fully operational by
infrastructure development. 2015-16.
The consistent policy and institutional framework,

which has been the backbone of the INR 3,00,000 With several key projects on the anvil (including 6-
Crore (USD 60 billion1) NHDP, also conveys the intent laning of 4-laned roads, expressways and port
and commitment of successive governments to connectivity projects) and the increasing interest
encourage increased private sector participation in evinced by domestic and foreign players in the sector,
developing the arterial road network of the country to NHAI is happy to present to you, the Guidelines for
world class standards. More than 60 percent of the Investment in the Road Sector, with specific focus on
estimated investment requirement is expected to be NHDP.
privately financed.
NHAI believes that this document would serve as a
The early success of Public-Private-Partnerships (PPP) useful guide for potential investors, developers and
in the NHDP, arguably, set the tone for similar stakeholders interested in participating in India's
initiatives in other infrastructure sectors and has ambitious highway development programme.
1. INR 50 = 1 USD : figures approximated

2. Design Build Finance Operate & Transfer
(DBFOT)
Guidelines for Investment in Road Sector 5
Current Scenario
India has an extensive road network of 3.3 million km – project IRR is expected to be around 14-16% and
the second largest in the world. The National equity IRR around 18-20%3.
Highways have a total length of 70,548 km and serve
as the arterial road network of the country. It is The NHDP is being implemented under several
estimated that more than 70 per cent of freight and 85 phases:
per cent of passenger traffic in the country is being
handled by roads. While Highways/ Expressways 4-laning of the Golden Quadrilateral (GQ) and North-
constitute only about 2 per cent of the length of all South and East- West (NS-EW) Corridors-(NHDP I & II)
roads, they carry about 40 per cent of the road traffic
leading to a strain on their capacity. The number of Phase I mainly involves widening (to 4 lanes) and
vehicles on roads has been growing at compounded upgrading of 7,498 km of the national highway
annual growth rate (CAGR) of over 8% in the last 5 network and has four component packages:
years (2003-04 to 2008-09).
1. Highway network linking the four metropolitan
The development of National Highways is the cities in India i.e. Delhi-Mumbai-Chennai-Kolkata,
responsibility of the Government of India. The covering a length of 5,846 km, popularly known
Government of India has launched major initiatives to as the Golden Quadrilateral (GQ) project.
upgrade and strengthen National Highways through 2. Highways along the North-South (NS) and East-
various phases of the NHDP. NHDP is one of the West (EW) corridors, covering a length of 981 km
largest road development programmes to be 3. Port connectivity projects covering a length of
undertaken by a single authority in the world and 356 km; and
involves widening, upgrading and rehabilitation of 4. Other highway projects, covering a length of 315
about 55,000 km, entailing an estimated investment km
of INR 3,00,000 Crore (USD 60 billion).
Phase-II involves widening and improvement of the
The National Highways Authority of India (NHAI) is NS-EW corridors (not covered under Phase-I) covering
mandated to implement the National Highways a distance of 6,647 km, besides providing connectivity
Development Project (NHDP). Most of the projects to major ports on the east and west coasts of India and
have been developed or are under development on some other projects. This includes 6,161 km of NS-EW
Public Private Partnership (PPP) basis through Build corridors and 486 km of other highways. The total
Operate and Transfer (BOT)-Annuity and BOT-Toll length of the NS-EW network under Phases I & II is
mode (these have been explained in detail in later about 7,200 km.
section of the brochure). Typically, in an annuity
project, the project IRR is expected to be 12-14% and 4-laning of the GQ has almost been completed. Phase
equity IRR would be 14 -16%. For toll projects, where II is expected to be largely completed by December
the concessionaire assumes the traffic risk, the 2010.
3. CRISIL Research
Upgradation of 12,109 km (NHDP-III) package is expected to be completed by 2012. Of the

NHDP-III involves upgradation of 12,109 km (mainly 4- 6,500 km proposed under NHDP-V, about 5,700 km
laning) of high density national highways, through the would be taken up in the GQ and the balance 800 km
Build, Operate & Transfer (BOT) mode at a cost of INR would be selected on the basis of predefined eligibility
80,626 Crore (USD 16.1 billion). criteria.
The project consists of stretches of National Development of 1,000 km of expressways (NHDP-VI)

Highways carrying high volume of traffic, connecting With the growing importance of urban centres of
state capitals with the NHDP network under Phases I India, particularly those located within a few hundred
and II and providing connectivity to places of kilometers of each other, expressways would be both
economic, commercial and tourist importance. viable and beneficial. The Government has approved
1,000 km of expressways to be developed on a BOT
2-laning of 20,000 km with paved shoulders (NHDP-IV) basis, at an indicative cost of INR 16,680 Crore (USD
With a view to providing balanced and equitable 3.3 billion). These expressways would be constructed
distribution of the improved/widened highways on new alignments.
network throughout the country, NHDP-IV envisages
upgrading of 20,000 km of such highways into 2-lane
Other Highway Projects of 700 km (NHDP-VII)
highways, at an indicative cost of INR 27,800 Crore
(USD 5.6 billion). This will ensure that their capacity, The development of ring roads, bypasses, grade
speed and safety match minimum benchmarks for separators and service roads are considered
national highways. The government has already necessary for full utilisation of highway capacity as
approved strengthening of 5,000 km to 2-lane paved well as for enhanced safety and efficiency. For this, a
shoulders on BOT (Toll/ Annuity) under NHDP-IV A at a programme for development of such features at an
cost of INR 6,950 Crore (USD 1.4 billion). indicative cost of INR 16,680 Crore has been approved
by the Government. Apart from the high density
6-laning of 6,500 km (NHDP-V) corridors, a substantial part of the National Highways
Under NHDP-V, 6-laning of the 4-lane highways network would also require development during the
comprising the GQ and certain other high density 11th Plan period. These sections are characterised by
stretches, will be implemented on BOT basis at an low density of traffic. Some of these stretches fall in
estimated cost of INR 41,210 Crore (USD 8.2 billion). backward and inaccessible areas and others are of
These corridors have been 4-laned as part of the GQ in strategic importance. The development of these
Phase-I of NHDP. Implementation of initial set of categories of National Highways would be carried out
projects has already commenced and the entire primarily through budgetary resources.
40000
Current Status of NHDP4
35000 33642
30000
25000
20000
13055
15000
13731
10000
6862
5000
0
Completed Work in Progress To be Awarded Total
4. As on 31st March, 2009.

Financing National Highway Projects
Traditionally, financing for development of National are expected to be repaid through the toll income from
Highways in India was from the budgetary resources the project. The interest rate for the project is
of the Government of India. In order to augment the determined according to ADB's pool based variable
available resources, loans have also been raised from lending rate system for US dollar loans. Around 80 per
multilateral agencies like World Bank, Asian cent of the external assistance is provided to NHAI as
Development Bank (ADB) and Japan Bank of a grant by the Central government. The balance is
International Cooperation (JBIC). made available as long-term loans to NHAI, with the
Centre bearing the foreign exchange risk. Such loans
NHAI has earlier received loans directly from are usually provided for 15-25 years with a moratorium
multilateral agencies (highway project). These loans of 5 years.
Summary of Externally Aided Projects
Awarded Awarded Completed

Category
No. of Contracts Length in km Cost (INR Crore) No. of Contracts Length in km
World Bank Funded Projects
NHDP Phase I 18 983 5538 12 616

GQ 18 983 5538 12 616
Others - - - - -
NHDP Phase II EW Corridors 12 482 3208 - -
Sub-Total A 30 1465 8746 12 616

ADB Funded Projects
NHDP Phase I 13 766 2436 10 616

GQ 12 718 2377 9 568
Others 1 48 59 1 48
NHDP Phase II NS & EW Corridors 31 1636 7565 5 365
Sub-Total B 44 2402 10001 15 981
JBIC Funded Projects
NHDP Phase I 7 150 634 7 150

GQ 5 111 333 5 111
Others 2 39 301 2 39
Sub-Total C 7 150 634 7 150
Grand Total (A+B+C) 81 4017 19381 34 1747
Presently, the development and maintenance of (Annuity ) - Investment by private firm and
National Highways is financed by following modes: return through semi-annual payments from
1. Government's general budgetary sources NHAI as per bid.
• Special Purpose Vehicle – SPV (with equity
2. Dedicated accruals under the Central Road Fund participation by NHAI)
(by levy of cess on fuel) • Market Borrowings
3. Lending by international institutions:
• World Bank NHAI also has a provision for providing grant upto 40%
• ADB of the project cost to make projects commercially
• JBIC viable. However, the quantum of grant is decided on a
4. Private financing under PPP frameworks case to case basis and typically constitutes the bid
• Build Operate and Transfer/Design Build parameter in BOT projects generally not viable based
Finance Operate and Transfer5 (DBFOT) - on toll revenues alone. The disbursement of such
Investment by private firm and return through grant is subject to provisions of the project concession
levy and retention of user fee agreements (please refer CD for provisions in the
• Build Operate and Transfer (Annuity) - BOT Model Concession Agreement).
Approved Financing Plan of NHDP (as on 31st March, 2009)
Phase Particulars Projected For (Kms) INR Crore
Cess and Market Borrowings 18,846

NHDP-I External Assistance 7862
BOT/SPV 3592
Total (At 1999 Prices) 7498 30300
Cess and Market Borrowings 23420
NHDP-II External Assistance 7609
BOT/SPV 3310
Total (At 2002 Prices) 6647 34339
Budgetary Support 12809
NHDP-III Cess and Market Borrowings 17688
BOT/SPV 50129
Total (At 2004 Prices) 12109 80626
Private Sector 4608
NHDP-IV A
Government Spending 2342
Total (At 2006 Prices) 5000 6950
NHDP-V
BOT/SPV 35691
Total (At 2006 Prices) 6500 41210
NHDP-VI
BOT/SPV 9000
Total (At 2006 Prices) 1000 16680
NHDP-VII
BOT/SPV 10378
Total (At 2007 Prices) 700 16680
5. The developer has flexibility in project design so long as the build and service quality is in line with
prescribed standards set out in the Standards and Specification Manuals .
NHAI projects, with higher traffic volumes, have also been bid out on the basis of Negative Grant (upfront
payment payable by successful bidder to NHAI). However, under the revised MCA, projects under BOT/
DBFOT framework have also been awarded on a revenue share basis, where the bidder offering the highest
revenue share (subject to technical qualification) is awarded the project.
Projects awarded on Negative Grant

Estimated Estimated
Grant Grant
Road Section Length (Km.) Cost Cost
(INR Crore) (USD Million)
Delhi-Gurgaon 28 710 169 61 12
Rajkot Bypass-Jetpur 36 388 92 59 12
Panipat elevated Highways 10 270 64 96 19
Salem- Karur 42 253 60 46 9
Krishnagiri - Thopurghat 62 372 89 140 28
Tindivanam-Ulundurpet 71 480 114 152 30
Thirssur-Angamali 40 312 74 84 17
Jalandhar- Amritsar 49 263 63 7 1
Ambala-Zirakpur 36 298 71 106 21
Dhule-Pimpalgaon 118 556 132 59 12
Vadodara Bharuch 83 660 157 471 94
Bharuch-Surat 65 492 117 504 101
Projects awarded on Revenue Share Basis

Estimated Estimated
Road Section Length (Km.) Cost Cost Revenue Share (%)
Surat-Dahisar 239 2600 619 38%
Gurgaon-Jaipur 225 1900 452 48%
Panipat-Jalandhar 291 2200 523 20%
Chennai-Tada 42 317 76 17%
Vijayawada-Chilkaluripet 85 1173 280 2%

Public Private Partnership in

Highway Development
Public Private Partnerships (PPP) are going to be the linked to performance covenants. The concessionaire
main mode of delivery for future phases of NHDP. does not bear the traffic/ tolling risk in these contracts.
While there are a number of forms of PPP, the Operate, Maintain and Transfer (OMT) Concession
common forms that are popular in India and have been NHAI has recently taken up award of select highway
used for development of National Highways are: projects to private sector players under an OMT
Concession. Till recently, the tasks of toll collection
• Build, Operate and Transfer (Toll) Model and highway maintenance were entrusted with tolling
• Build, Operate and Transfer (Annuity) Model agents/ operators and subcontractors, respectively.
• Special Purpose Vehicle (SPV) for Port These tasks have been integrated under the OMT
Connectivity Projects concession. Under the concession private operators
would be eligible to collect tolls on these stretches for
NHAI is also proposing to award projects under long maintaining highways and providing essential
term Operations, Maintenance and Transfer (OMT) services (such as emergency/ safety services).
concessions.
Special Purpose Vehicle for Port Connectivity
BOT (Toll) Projects
Private developers/ operators, who invest in tollable NHAI has also taken up development of port
highway projects, are entitled to collect and retain toll connectivity projects by setting up Special Purpose
revenues for the tenure of the project concession Vehicles (SPVs) wherein NHAI contributes upto 30%
period. The tolls are prescribed by NHAI on a per of the project cost as equity. The SPVs also have equity
vehicle per km basis for different types of vehicles. The participation by port trusts, State Governments or their
Government in the year 1995 passed the necessary representative entities. The SPVs also raise loans for
legislation on collection of toll. (Refer the National financing the projects. SPVs are authorised to collect
Highways Fee [Determination of Rates and Collection] user fee on the developed stretches to cover
Rules 2008). repayment of debts and for meeting the costs of
operations and maintenance.
A Model Concession Agreement (MCA) has been
developed to facilitate speedy award of contracts. This International Competitive Bidding Process
framework has been successfully used for award of General procedure for selection of concessionaires
BOT concessions. The MCA has been revised recently adopted by NHAI is a two-stage bidding process.
and current projects are being awarded under the Projects are awarded as per the model documents-
revised MCA (refer enclosed CD for overview of MCA Request for Qualification (RFQ), Request for Proposal
framework). (RFP) and Concession Agreement - provided by the
Ministry of Finance. NHAI amends the model
BOT (Annuity) documents based on project specific requirements.
The concessionaire bids for annuity payments from (Please refer CD for these model documents). The
NHAI that would cover his cost (construction, processes involved in both stages are set out as
operations and maintenance) and an expected return follows:
on the investment. The bidder quoting the lowest
annuity is awarded the project. The annuities are paid Stage 1: Pre-qualification on the basis of Technical and
semi-annually by NHAI to the concessionaire and Financial expertise of the firm and its track record in
similar projects which meets the threshold technical tax equity IRR of 16%, in the event of capacity
and financial criteria set out in the RFQ Document. a u g m e n t a t i o n o p t i o n exe r c i s e d by t h e
Notice inviting tenders is posted on the web site and concessionaire.
published in leading newspapers. b. Exit option allowed for principal promoters of road
SPVs after two years from commercial operations
Stage 2: Commercial bids from pre-qualified bidders date (COD). Promoters were earlier required to hold
are invited through issue of RFP. Generally, the a minimum of 26% of the SPV’s shareholding at all
duration between Stage 1 and 2 is about 30-45 days. times during the tenure of the Concession.
Wide publicity is given to NHAI tenders so as to attract c. Threshold limit for common control (shareholding)
attention of leading contractors/ developers/ of entities in competing Applicants and/ or their
consultants. Associates for the purposes of determining
Conflict of interest, raised from 5% to 25%.
The Government has put in place appropriate policy, Any such conflict of interest arising at the
institutional and regulatory mechanisms including a prequalification stage shall be deemed to subsist at
set of fiscal and financial incentives to encourage the bidding stage only if such applicants attracting
increased private sector participation in road sector. the conflict of interest provisions submit their bids.
d. Threshold technical capability for claiming eligible
Summary of recent policy changes in the project project experience has been reduced to a range
development and award process are set out between 5-10% of estimated project cost of the
below: subject project in lieu of 10-20% of estimated
1. All applicants meeting the threshold technical and project cost of the subject project earlier.
financial experience criteria set out in the RFQ shall e. The threshold technical experience score for the
be eligible to participate in the RFP stage. Earlier purpose of prequalification will be equal to the
only the top 5-6 applicants shortlisted based on estimated project cost of the earlier subject project.
qualification criteria were eligible to submit This was, earlier equal to twice the estimated
financial bids for projects. project cost of the subject project.
2. NHAI is empowered to accept single bids based on f. Where the projects are bid out on a revenue share
assessment of reasonableness of the bids. basis, the base premium (revenue share proposed
3. Overall cap on Viability Gap Funding (VGF) increased by the successful bidder) will be increased at the
from 5% to 10% for the entire six-laning rate of 5 per cent year on year with respect to the
programme (5080 km). immediately preceeding year for the entire tenure
4. For individual projects with low traffic in the Golden of the concession.
Quadrilateral (GQ) corridors, VGF cap has been
increased upto 20% of the project cost with an The aforesaid changes6 are expected to further
overall cap of 500 km of roads in the project incentivise private investment in road/highway
network. projects.
5. Equity Support under VGF has been increased to
40% of project cost. Earlier, 20% of project cost Opportunities for Private Investors/ Developers
was provided as equity support in construction More than 60% of the projected investment
phase and 20% as Operations &Maintenance requirement for the NHDP (USD 60 billion) is expected
Support to be privately financed, primarily through the
6. Modifications in Standard RFQ, RFP and BOT/DBFOT (Toll) route, offering enormous
Concession Agreement structures for National opportunities. With a large number of new projects on
Highway Projects offer under PPP in the road sector, there exists several
a. Te r m i n a t i o n p r ov i s i o n s u n d e r c a p a c i t y investment opportunities for investors and companies
augmentation situations modified to give more with diverse business lines such as engineering
comfort to investors and lenders. The concession companies, civil work contractors, O&M contractors,
period can be extended upto 5 years to yield a post toll operators, construction equipment manufacturers
6. As per recommendations of B. K. Chaturvedi Committee.

etc. and other stakeholders such as advisors, With the introduction of the MCA, the risks involved in
financiers and sector professionals. Only about 15 per project and contractual issues, hitherto, have been
cent of the total highways in India are 4-laned and the assuaged, and the entire process from invitation to bid
sheer potential for investments in this sector is likely to implementation of the project is transparent.
to create opportunities in the core construction MCA's risk framework is briefly discussed below:
industry which may also be attractive for foreign
players. Risk Framework of Model Concession Agreement
The MCA has been developed in consultation with all
The opportunity for private players in the road sector stakeholders based on internationally accepted
can be broadly categorised in two segments: principles and best practices. Throughout, it seeks to
a) Infrastructure Development achieve reasonable balance of risks and rewards for all
b) Logistics and Services. the participants.
Roads
As an underlying principle, risks have been allocated to
the parties that are best suited to manage them.
Project risks have, therefore, been assigned to the
Development
Projects
Construction Tolling
Urban
Transportation
Trucking Tourism private sector to the extent it is capable of managing
them. The transfer of such risks and responsibilities to
BOT/
DBFOT Equipment Services
Pvt Bus
Perishables
Luxury the private sector would increase the scope of
Service Buses
- Toll
innovation leading to efficiencies in cost and services.
BOT -
Material Equipment
Annuity Containers
The commercial and technical risks relating to
OMT
Technology
Bulk construction, operation and maintenance are
SPV allocated to the concessionaire, as it is best suited to
Maintenance manage them. Other commercial risks, such as the
Logistics & Services rate of growth of traffic, are also allocated to the
concessionaire.
Infrastructure Development
Key Concessionaire Risk/Obligations
• Construction Risk - The concessionaire is required
Model Concession Agreement (MCA) for PPP
to commence construction works when the
Projects
financial close is achieved or earlier date that the
The highways sector in India has witnessed significant
parties may determine by mutual consent. The
investment in recent years. For sustaining the interest
concessionaire shall not be entitled to seek
of private participants, a clear risk-sharing and
compensation for any prior commencement and
regulatory framework has been spelt out in the Model
shall do it solely at his own risk.
Concession Agreement (MCA). The MCA has been
developed to facilitate speedy award of contracts. This • O & M Risk - Concessionaire to operate and
framework has been successfully used for award of maintain the project facility (includes road and
BOT concessions. The MCA has been revised recently road infrastructure as specified in the concession
and current projects are being awarded under the agreement). Failure to repair and rectify any defect
revised MCA. This framework addresses the issues, or deficiency within specified period shall be
which are typically important for PPP, such as considered as breach of responsibility.
unbundling of risks and rewards, symmetry of • Financial Risk - The concessionaire shall at its cost,
obligations between the principal parties, equitable expenses and risk make such financing
sharing of costs and obligations, and risk mitigation arrangement as would be necessary to finance
options under various scenarios including force the cost of the project and to meet project
majeure and termination, under transparent and fair requirements and other obligations under the
procedures. agreement, in a timely manner.
• Traffic Risk - The MCA provides for increase or • the discovery of geological conditions, toxic
decrease of the concession period in the event the contamination or archaeological remains on the
actual traffic falls short or exceeds the target Site; or
traffic. NHAI stipulates the target traffic during the • any event or circumstances of a nature
year specified in project specific concession analogous to any of the foregoing.
agreement, which is usually around the 10th year
from the date of signing of the agreement. The Indirect Political Event
target traffic is determined based on 5% • an act of war, invasion, armed conflict or act of
Compounded Annual Growth Rate (CAGR) over foreign enemy, blockade, embargo, riot,
the base year traffic for the project. MCA also insurrection, terrorist or military action,
provides for termination of the agreement if the • civil commotion or politically motivated
average daily traffic in any accounting year sabotage which prevents collection of toll/
exceeds the design capacity and continues to fees,
exceed for three subsequent accounting years. • industry-wide or state-wide or India-wide
Termination payments under this scenario will be strikes or industrial action which prevent
commensurate to those applicable under an collection of toll/ fees,
Indirect Political Event (See table in next section on • any public agitation which prevents collection
page 26). of toll/ fees
An overview of revenue risks and mitigation Political Event

(including Termination Payment) under the MCA is • Change in Law,
provided in the next section. • compulsory acquisition by any governmental
agency of any project assets or rights of
Key NHAI Risk/Obligations concessionaire or of the Contractors; or
• unlawful or unauthorised or without jurisdiction
• Land Acquisition Risk: NHAI is responsible for
revocation of or refusal to renew or grant
acquiring the requisite land for the project highway
without valid cause any consent or approval
• Approvals: NHAI will provide all reasonable required by developer
support and assistance to the concessionaire in
procuring applicable permits required from any Salient features of the MCA
Government Instrumentality. • Substantial part of the project site free from
encumbrances would be handed over to the
Key Common Risk concessionaire till the Appointed Date. Additional
• Force Majeure Risk - Force Majeure shall mean land in case of change of scope will need to be
occurrence in India of any or all of Non-Political acquired by concessionaire on behalf of the
Event(s), Indirect Political Event(s) and Political Authority.
Event(s), which include the following: • Additional tollway will not be commissioned
within a specified year, depending upon the
Non-Political Event: concession period. Minimum user fee for
• act of God, epidemic, extremely adverse additional tollway will be at least 25% higher than
weather conditions or radioactive contamination
or ionising radiation, fire or explosion;
• strikes or boycotts
the toll fee on project. Any alternate road,

exceeding 20% of the length of the project
highway, shall not be considered as an additional
tollway.
• The concessionaire will be entitled to nullify any
change of scope order if it causes the cumulative
cost relating to all change of scope orders to
exceed 5% of the Total Project Cost (TPC) in any
continuous period of 3 years immediately
preceding the date of such Change of Scope
order, or if such cumulative cost exceeds 20% of
the TPC at any time during the concession period.
• Financial close is to be achieved within 180 days
from date of agreement. NHAI may allow
additional period for financial close on a project
specific basis.
• Grant (upto 40% of TPC) to the concessionaire by
way of equity support and operations &
maintenance support in quarterly installments. (B.
K. Chaturvedi Committee has recommended that
the entire grant [up to 40% of TPC] can be
provided as equity support)
• Concessionaire to pay nominal fee of INR 1 (USD
0.02) per annum throughout the concession
period.
• There is an optional provision for capacity
augmentation of existing 4-laning to 6-laning. If
capacity augmentation is not done within the
specified period, the concession period gets
reduced to the number of years specified in the
project specific agreement. The option to excuse
from 6-laning of the Project Highway is available
with both the concessionaire and the Authority
before the pre-specified 6-laning date in the
concession agreement.
Implementation steps of Project

• Completion of preparatory works for the identified
projects
• Finalisation of Bidding Documents
• Invitation of Bids
• Pre bid Conference
• Evaluation of Bids
• Award of Concession
• Signing of the Agreement
Dispute Resolution
Any dispute arising out of or in relation to the
concession agreement, between the parties is
required to be resolved as per the Dispute Resolution to amicably resolve the dispute. If the dispute is
Procedure (see below) prescribed in the Agreement. It not amicably settled within 15 (fifteen) days of
specifies that the parties should attempt to resolve the such meeting between the two, either party may
dispute amicably and for this purpose, the mandate refer the dispute to arbitration in accordance with
has been given to an Independent Engineer to the provisions of the PCA.
mediate and assist the parties to arrive at a
settlement. The procedure has been laid out in • Arbitration: Any dispute, which is not resolved
sufficient detail therein. amicably, shall be finally settled by binding
However, upon the failure of such conciliatory arbitration under The Arbitration Act. The
measure, the parties shall resort to Arbitration, which arbitration shall be carried out by a panel of three
shall be held in accordance with Arbitration and arbitrators, one to be appointed by each party and
Conciliation Act, 1996 (based on United Nations the third to be appointed by the two arbitrators
Commission on International Trade Laws -UNCITRAL appointed by the parties. The party requiring
model). The seat of arbitration for all concession arbitration shall appoint an arbitrator in writing,
agreements pertaining to National Highways shall inform the other party about such appointment
ordinarily be at Delhi, however, the place may be and call upon the other party to appoint its
changed by mutual consent of the parties. Each party arbitrator. If within 15 days of receipt of such
is free to nominate its arbitrator who in turn, will intimation the other party fails to appoint its
appoint a presiding arbitrator. The Arbitration Tribunal arbitrator, the party seeking appointment of
so constituted can adjudicate any dispute referred to arbitrator may take further steps in accordance
it, and any other question of law arising out of such with the Arbitration Act.
dispute, including its own jurisdiction. The award
passed by such Tribunal, has the sanctity of a 'Decree' The Dispute Resolution Procedure for EPC
under Indian Law and can be challenged on very Projects does not involve amicable settlement.
limited counts. The disputes are referred to the Dispute Review
Board.
Dispute Resolution Procedure for projects under
BOT and Consultancy • Dispute Review Board: The Board shall comprise
• Mediation by the Independent Engineer: If any of three members, experienced with the type of
dispute arises between the parties, it is in the first construction involved in road works, and with the
place resolved by the mediation of the interpretation of contractual documents. If, during
Independent Engineer. Any dispute, which is not the contract period, either of the parties is of the
resolved by mediation of the Independent opinion that the Dispute Review Board is not
Engineer, is resolved by amicable resolution. performing its functions properly, they may
together disband the Board and reconstitute it.
• Amicable Resolution: Any dispute, difference or
controversy of whatever nature between the • Dispute involving Foreign Contractor(s): In the
parties, arising under, out of or in relation to the case of a dispute with a foreign contractor, the
project concession agreement (PCA) is attempted dispute shall be settled in accordance with the
to be resolved amicably in accordance with the provisions of the UNCITRAL Arbitration Rules. The
procedure set forth in the dispute resolution arbitral tribunal shall consist of three arbitrators,
mechanism. Either party may require such dispute one each to be appointed by the employer and the
to be referred to the Chairman, NHAI and the Chief contractor and the third arbitrator chosen by the
Executive Officer of the concessionaire in the two arbitrators so appointed by the parties, who
interim, for amicable settlement. Upon such shall further act as the Presiding Arbitrator.
reference, the two shall meet at the earliest
mutual convenience and in any event not later than A “Foreign Contractor” means a contractor who is
15 days of such reference to discuss and attempt not registered in India and is not a juridical person
under Indian Law.
General Trends in Dispute Resolution

The Courts in India have been very neutral in
construing the documents, in the cases arising out of
tender processes and rely upon terms and conditions
agreed between the parties under the tender
documents. The provisions of the Contract Act and
other legal provisions, covering the intricate
commercial aspects of the dispute are looked into
very minutely before passing any order. The Courts
have, however, been very cautious in passing any
injunctive relief in disputes arising out of tender
process and pays due regard to the fairness in the
process of issuing tender and selection of bidders,
stage of infrastructure development and stakes
(public money) involved. Where complex financial
issues are involved, the Courts also seek advice of an
expert committee and consider various factors like
price index, quality of work, past performance of
parties, market reputation, etc. The decision in each
case may however differ, depending upon facts of
each case.
OMT Concessions
• The OMT concession would be for a maximum
period of 9 years
• The private sector will be selected on the basis of a
competitive bidding process. The successful
bidder would be the one offering the highest
concession fee to NHAI7.
• The concessionaire is allowed a period of 45 days
from the date of signing of the concession
agreement to commence commercial operations.
• The OMT concessionaire will pay a fixed
concession fee to NHAI every month and
undertake tasks of toll collection and mobilisation
of funds for improvement, operation and
maintenance of highways
NHAI has identified eight highway sections which are

to be awarded on OMT contracts. The concession
agreements for two highway sections have been
signed and the pre-qualification of bidders for the
remaining six sections is under process. More
sections, where project completion is anticipated in
the next 6-12 months, are being planned for OMT
concessions.
7. The bidder offering the maximum amount of first year concession fee or minimum
amount of first year quarter O&M support (in case no bidder offers the concession fee).
Opportunities for Investment-State-Wise Projects Under NHDP Phase II
Estimated Project Cost

Length
S. No. Stretch NH
(Km)
STATE: Assam
1 Udarband to Harangajo 54 31 202 40
STATE: Jammu & Kashmir
1 Banihal-Batole-Udhampur 1A 122 1035 207
2 Srinagar-Khanbal-Banihal 1A 32 129 26
3 Two Tunnels on Udhampur-Banihal- 1A 19 5000 1000

Srinagar Section
4 Udhampur Jammu (0-66) 1A 86 1011 202
STATE: Kerala
1 Walayar-Vadakkancherry 47 55 600 120
STATE: Punjab
1 Jallandhar-Amritsar 1 20 190 36
STATE: Tamil Nadu
1 Salem-Coimbatore Kerala 47 82 540 108

Border Section
STATE: Uttar Pardesh
1 Agra Bypass Km176-800 of NH-2 to 23 33 345 69

Km 13.03.0 of NH-3
Opportunities for Investment-State-Wise Projects Under NHDP Phase III-A

Length
S. No. Stretch NH
(Km)
STATE: Andhra Pradesh
1 Vijaywada-Machhlipatnam 9 65 424 85
2 Tirupati-Tiruthani-Chennai 205 138 900 180
STATE: Bihar
1 Patna-Bakhtiarpur 30 53 346 69
STATE: Haryana
1 Rohtak-Hissar 10 80 522 104
STATE: Karnataka
1 Mulbagal-Kamataka/AP Border 4 11 72 14
2 Balgaum-Goa/KNT Border 4A 84 548 110
3 Mangalore-KNT/Kerala Border 17 18 117 23
STATE: Kerala
1 Ottira-Thiruvananthapuram 47 123 805 161
2 Trivendrum-Kerala/Tamil Nadu Border 47 43 280 56
3 Kerala/Tamil Nadu Border Kanyakumari 47 70 456 91


Length
S. No. Stretch NH
(Km)
STATE: Maharashtra
1 Nagpur-Wainganga Br 6 60 391 78
STATE: Orissa
1 Chandikhole-Duburi 200 39 254 51
2 Panikoili-Roxy 215 249 1623 325
3 Duburi-Talcher 200 98 639 128
4 Roxy-Rajamunda 215 20 130 26
STATE: Punjab
1 Chandigarh-Kurali 21 30 195 39
2 Parwanoo-Shimla (Punjab, 22 110 717 143

Haryana and HP)
STATE: Rajasthan
1 Reengus-Sikar 11 41 267 53
2 Tonk-Kota-Deoli 12 64 417 83
3 Deoli-Jhalawar 12 178 1161 232
STATE: Tamil Nadu
1 Nagapatnam-Thanjavur 67 74 482 96
2 Krishnagiri-Tindivaram 66 170 1108 222
3 Trichy-Puddukotai-Ramanathapuram 210 200 1304 261
STATE: West Bengal
1 Barasat-Bangaon 35 60 391 78
Opportunities for Investment-State-Wise Projects Under NHDP Phase III-B

Length
S. No. Stretch NH
(Km)
STATE: Arunachal Pradesh
1 Itanagar-Arunachal Pradesh/ 52A 22 143 29

Assam Border
STATE: Assam
1 Doboka-Assam/Nagaland 36 124 808 162

Border-Dimapur
2 Baihata Chariali-Banderdewa 52 314 2047 409
3 Badardewa-Assam/ 52A 9 59 12
Arunachal Pradesh Border
4 Assam/Meghalaya Border to Assam/ 44 116 756 151

Tripura Boder
5 Silchar-Assam/Mizoram Border 54 50 326 65
STATE: Bihar
1 Muzaffarpur-Sonbasra 77 89 580 116
2 Motihari-Raxaul 28A 67 437 87
3 Bakhtiarpur-Begusarai-Khagarai-Purnea 31 255 1663 333
4 Gopalganj-Chapra-Hajipur 19 & 85 153 998 200
5 Forbesganj-Jogwani 57A 13 85 17
6 Mokama-Munger 80 70 456 91
7 Patna-Buxar 84 130 848 170
STATE: Chhatisgarh
1 Kumud-Dhamtari 43 23 150 30
2 Raipur-Simga 200 28 183 37
STATE: Goa
1 Panaji-Goa/KNT Border 4A 69 450 90
2 Maharashtra/Goa Border-Panaji Goa/ 17 139 906 181

KNT Border

Length
S. No. Stretch NH
(Km)
STATE: Gujarat
1 Jetpur-Somnath 8D 127 828 166
2 Gujarat/Maharashtra Border-Surat 6 84 548 110
3 Gujarat/MP Border-Ahmedabad 59 210 1369 274
STATE: Jammu & Kashmir
1 Srinagar-Baramula-Uri 1A 101 659 132
STATE: Kerala
1 KNT/Kerala Border-Khozikode-Eddapally 17 451 2941 588
STATE: Maharashtra
1 Kalamboli-Mumbra (6 Laning) 4 20 130 26
2 Panvel-Indapur 17 84 548 110
STATE: Madhya Pradesh
1 Bhopal-Rajmarg Crossing-Jabalpur 12 297 1936 387
2 Bhopal-Sanchi 86(Ext.) 40 261 52
3 Obaiduliaganj-Bheembetka 69 13 85 17
4 Jhansi-Khajuraho 75 100 652 130
STATE: Manipur
1 Nagaland/Manipur Border-Imphal 39 140 913 183
STATE: Mizoram
1 Assam/Mizoram Border-Aizawi 54 113 737 147


Length
S. No. Stretch NH
(Km)
STATE: Meghalya
1 Shillong (excluding Shillong Bypass)- 44 136 887 177

Assam / Meghalaya Border
STATE: Nagaland
1 Kohima-Nagaland-Manipur Border 39 28 183 37
STATE: Orissa
1 Sambalpur-Baragarh-Chattisgarh/ 6 84 548 110

Orissa Border
2 Bhubaneshwar-Puri 203 59 385 77
STATE: Punjab
1 Amritsar 15 101 659 132
STATE: Rajasthan
1 Beawar-Pali-Pindwara 14 246 1604 321
STATE: Uttar Pradesh
1 Bareilly-Sitapur 24 153 998 200
STATE: Tirpura
1 Tripura/Assam Border to Agartala 44 195 1271 254
STATE: Tamil Nadu
1 Dindigul-Perigulam-Theni 45(Ext.) 73 476 95
2 Madurai-Ramnathpuram- 49 186 1213 243
Rameshwaram-Dhanushodi
3 Coimbatore-Mettupalayam 67(Ext.) 45 293 59
4 Theni-Kumili 220 57 372 74

Opportunities for Investment-State-Wise Projects Under NHDP Phase V

Length
S. No. Stretch NH
(Km)
STATE: Andhra Pradesh
1 Chilkaluripet-Vijayawada-Elluru- 5 270 1712 342

Rajamundri
2 Tada-Neliore Bypass 5 130 824 165
3 Vishakapatnam-Ankapalli-Rajamundri 5 200 1268 254
4 Srikakulam-Vishakhapattanm Ankapalli 5 100 634 127
5 Neliore-Chilkaluripet 5 184 1167 233
6 Icchapuram-Srikakulam 5 140 888 178
STATE: Bihar
1 Aurangabad-Barwa Adda 2 70 444 89
2 Vanarasi-Aurangabad 2 140 888 178
STATE: Gujarat
1 Ahmedabad-Vadodara Expressway NE-1 95 602 120
2 Udaipur-Ahmedabad 8 140 888 178
STATE: Jharkhand
1 Barwa Adda-Panagarh 2 100 634 127
2 Aurangabad-Barwa Adda 2 150 951 190
STATE: Haryana
1 Gurgaon-Kotputli-Jaipur 8 126 799 160
(Haryana portion)
2 Delhi-Ahmebad 1 140 888 178


Length
S. No. Stretch NH
(Km)
STATE: Karnataka
1 Bangalore-Tumkur 4 65 412 82
2 Hubli-Chitradurga 4 200 1268 254
3 Chitradurga Bypass-Tumkur Bypass 4 145 919 184
4 Bangalore-Krishnagiri 7 55 349 70
5 Belgaum-Hubli 4 110 697 139
6 Kagal-Belgaum 4 77 488 98
STATE: Maharashtra
1 Satara-Kagal-Belgaum 4 133 843 169

Revenue Risks and Mitigation
Revenue realisation in BOT-Toll projects is subject to The concession agreement provides for extension or
some key risks including, but not limited to variation in reduction of the concession period in the event the
traffic, variation in toll rates, additional tollway, actual traffic falls short or exceeds the target traffic9, as
occurrence of premature termination on account of estimated on the target date10.
certain events. The concession agreement provides
for various risk mitigation mechanisms to the MCA also provides for termination of the agreement if
concessionaire including change in concession period, the average daily traffic in any accounting year
differential toll rates that are linked to cost of different exceeds the design capacity and continues to exceed
road structures under the new toll rules (linear for three subsequent accounting years. Termination in
alignment, bridges, tunnels, bypasses etc.) to such scenario will be deemed to happen on account of
providing for termination payments under force an Indirect Political Event.
majeure events.
Variation inToll rates (Linked to WPI)
Variation in Traffic The notification of the New National Highways Fee
Rules (2008) has provided for a revision of toll rates
Change in Cap on Concession
Type of Variation and hence realisable toll revenues for all vehicle
Concession Period Period Variation
For every 1%
categories. The new toll rules are applicable for all new
Actual Traffic <
shortfall,concession 20% road projects.
Target Traffic
period increase by 1.5%
For every 1% excess,
Actual Traffic >
concession period 10%
Target Traffic
reduction by 0.75%8
8. Waiver from concession period reduction can be obtained on payment of premium

9. The method for calculating Actual Traffic and Target Traffic is detailed in the MCA
10. Target Date is around 10 years from the date of the agreement in a 20 year concession period
The salient features of the new toll rules are: (without bypasses and bridges) of 100 km has been
• Increase in base toll rates by 3% every year considered. In Scenario 2, the highway stretch
• Increase in toll charges to the extent of 40% of the includes a linear alignment of 80 km and bypass length
increase in WPI. of 20 km. The increase in WPI is assumed to be 5%
• Toll charges for new structures (bridges, p.a.
tunnels)/alignments (bypass, alternate section)
determined based on construction cost. The table above shows that for a given base toll rate,
• Rounding off fee to the nearest five rupees (earlier the toll charges determined by the new toll rules are
rounded off to nearest 1 Rupee). higher. The toll charges are significantly higher in
Scenario 2, where higher construction cost of the
While the earlier tolling rules prescribed a standard bypass is reflected in the toll charges.
base toll rate on a per passenger car unit (pcu)/km
basis for a highway project, the new rules prescribe Complete details of the new National Highway Fee
base toll rates also for high-cost structures (such as (Determination of Rates and Collection) Rules, 2008
bridges, bypass or tunnels) separately. The base toll are provided in the enclosed CD
rates for such high-cost structures are indexed to the
estimated project cost (on INR/vehicle/trip basis). EarlyTermination of Concession
The concession may be terminated before project
Provided below is an illustration of toll revenues completion in the event of the following:
earned from a Light Motor vehicle and Multi Axle
Vehicle (MAV of three to six axles) as per the • NHAI Event of Default: In the event of any of the
applicable toll rates under the old and new toll rules defaults specified in the concession agreement
respectively. which the Authority has failed to cure within 90
days or such longer period as has been specified in
The toll charge at the end of fifth year has been the agreement, the Authority shall be deemed to
calculated under two project development scenarios. be in default and concessionaire shall have the
In Scenario 1, a linearly aligned highway stretch right to terminate the agreement
During construction
Old Toll Rate New Toll Rates11 Event of
(after financial During operations
Rs./ trip (USD) Rs./ trip (USD) Default
closure)
Scenario 1 Concessionaire No payment Payment equal to 90% of debt

event of default due less insurance claims if any.
Light Motor Vehicle Light 79 80
Commercial Vehicle (~1.57) (~1.6) NHAI event of a. the total Debt Due
default b. 150% of the Adjusted Equity.12
128 130
(~2.5) (~2.6) Force Majeure
Scenario 2 Non-Political Payment equal 90%

Event of the Debt Due less Insurance Cover
Light Motor Vehicle Light 79 120
Commercial Vehicle (~1.57) (~2.4) Indirect Political a. Debt Due Less Insurance Cover
Event13 b. 110% of the Adjusted Equity
128 185 a. the total Debt Due

(~2.5) (~3.7) Political Event
b. 150% of the Adjusted Equity
11. As per new tolling rules, toll rate revision is determined by the formula - TR1 = TR0(1+3%) + TR0((1+3%)*%Variation in WPI*40%)
12. Adjusted equity is equity funded in Indian Rupees adjusted suitably to reflect change in value of equity on account of depreciation and variations in WPI
at different periods during the Concession Period
13. including termination due to breach of capacity as set out under traffic risk
• Concessionaire Event of Default: In the event of proportionate change in the concession period to
any of the defaults specified in the concession compensate the concessionaire for losses during
agreement which the concessionaire has failed to such period.
cure within the specified cure period, and where
no such cure period has been specified, then The concession is eligible to be terminated (by
within the cure period of 60 days, the either party) if the force majeure event subsists for
concessionaire shall be deemed to be in default at least 180 days within a continuous period of 365
and NHAI shall have the right to terminate the days
agreement
Termination payments are made by NHAI to the
• Force Majeure Event: A force majeure event which concessionaire in the event of termination due to
lasts for less than 180 days will lead to a above mentioned reasons
Overview of
Successful Projects
PPP is gradually proving to be a successful The project was completed 5 months ahead of its
mechanism for developing and maintaining the s ch e d u l e d c o m p l e t i o n d a t e ( 2 0 0 5 ) . T h e
National Highways, as is evident from the increased concessionaire also earned a bonus of INR 42.25
private sector participation in projects till date. Crore (USD 8.5 million) in the form of early tolling
during the period before scheduled completion date.
Cost in Even today, the concessionaire is earning more
Number of Contracts
INR Crore USD Billion revenues than those projected at the time of bidding.
BOT Toll However, the excess revenue is being shared
Awarded 104 8058 68587 13.7
Completed 32 1742 11689 2.3 between the concessionaire and NHAI as per the
BOT DBFO revenue sharing clause in the agreement.
Awarded 8 1034 7785 2
Completed
BOT Annuity Belgaum – Maharashtra Border Section of NH-4
Awarded 28 1158 11186 2.2
Completed 13 804 4608 0.9 (Annuity Project)
Source: NHAI
The project involved widening of existing two lanes to
Toll collection depends on two factors - traffic volume 4-lane divided carriageway facility including the
and tolling rate. The toll rates are pre-specified by rehabilitation of existing 2-lanes on annuity basis. The
NHAI. Estimates of traffic growth for projects are also estimated cost of this 78 km long road project is INR
provided by NHAI based on detailed feasibility studies. 332 Crore (USD 66.4 million; NHAI Estimate). The
However, bidders are advised to carry out section has two toll plazas.
independent due-diligence of the traffic and growth
estimates. The profitability of tolled National Highways The project was awarded to the consortium of M/s
has made the sector extremely competitive and ILFS, M/s Punj Lloyd Ltd. and M/s Consolidated Toll
attractive. In light of the forecasts for traffic growth on Network India Ltd. The concession period is 17 years
important road corridors, the Government has given and 6 months. The concessionaire completed the
first preference to Build-Operate Transfer project in October 2004, two months earlier than the
(BOT/DBFOT) toll projects. stipulated project completion date, and was paid a
(performance) bonus of INR 42.16 Crore (USD 8.4
Jaipur- Kishangarh BOT Project –NH 8 million) on account of early completion.
Jaipur-Kishangarh is one of the earliest projects
implemented on BOT framework. The project involved Second Vivekananda Bridge (now Sister Nivedita
4-laning a length of approximately 91 km from Jaipur Bridge)- BOT Project in Kolkota:
to Kishangarh (NH-8), in the state of Rajasthan at an This bridge is one of the first BOT projects, undertaken
estimated cost of INR 644 Crore (USD 129 million- by NHAI in 1995. The concession agreement was
NHAI estimate). NHAI provided a grant of INR 211 signed in September, 2002.The consortium members
Crore (USD 42 million) to the project. The concession are from USA, U.K, Mauritius and India. Though the
period of the project is 20 years. financial close was delayed by one year, the
construction thereafter was almost on time and the Foreign companies are executing 27 contracts
bridge was commissioned on 4th July, 2007. This bridge exclusively and 71 contracts as joint venture partners
also won the award of excellence for the year 2007 with Indian companies. Foreign investors are allowed
under the Foreign Bridge Project Category from the 100 per cent foreign direct investment in road sector
American Segmental Bridge Institute. NHAI had (Please refer section on page 36). The total value of
provided a grant of INR 120 Crore (USD 24 million) out contracts with foreign participation is estimated to be
of the total project cost of INR 640 Crore (USD 128 more than INR 12,000 Crore (USD 2.4 billion)
million). The concession period of the project is 30
years.
Construction No. of No. of Length
Firms Foreign Firms Projects (in km)
Jawaharlal Nehru Port Connectivity Project in
Maharashtra BOT (Toll) 22 22 2352
This project has been undertaken as part of a
BOT (Annuity) 6 6 4150
programme for adequate road connectivity to major
ports through an SPV of NHAI (Jawaharlal Nehru Port 67 67 3300
EPC Contracts
Road Company Limited). Phase-1 of the project, with a
length of 30 km for 4-laning of NH-4/4B, built at an
estimated cost of INR 177 Crore (USD 35.4 million)
was commenced in February 2002 and was Country wise breakup of Foreign and JV
completed in July 2005. This project is a symbolic Companies involved in development work of
representation of a successful venture of NHAI, National Highway Projects
Jawaharlal Nehru Port and State Government
represented by City and Industrial Development Contractors
S. No. Country
Corporation of Maharashtra Ltd. (CIDCO). Phase-II of JV Independent
the project for 4-laning of 14 km and the 6-laning of 1. China 11 2

Panvel Creek Bridge (length: 397m) at a cost of INR 2. Dubai 1 0
143 Crore (USD 29 million) has been taken up and 3. Malaysia 25 10
likely to be completed soon. Encouraged by the
4. Iran 1 0
results, Phase –III at a cost of INR 279 Crore (USD 56
million), is also being taken up. The concession given 5. Singapore 1 0
to the SPV of NHAI is for 20 years from December 6. Saudi Arabia 1 0
2000. The SPV made profits (after tax) of INR 16.4 7. UK 4 0
Crore (USD 3.3 million), INR 20.3 Crore (USD 4 million)
8. Indonesia 2 2
& INR 21.7 Crore (USD 4.3 million) in 2005-06, 2006 -
07 & 2007-08 respectively. 9. Korea 9 5
10. Spain 5 0
Participation of Foreign Contractors 11. Taiwan 1 4
Foreign contractors started participating in NHDP
12. Thailand 2 1
contracts (and to a limited extent in state highway
projects) from 2000-01. In 2000-01, there were about 13. Turkey 2 0
20 contracts in the NHDP, where foreign contractors 14. Philippines 1 0
participated either on their own or in joint ventures; the 15. USA 1 1
number grew to about 32 in 2003. The foreign
16. Russia 2 2
contractors taking part were from Malaysia, Korea,
China, Russia, Turkey, Indonesia, Iran and some niche 17. Italy 2 0
contractors from Europe for specialised jobs. It is Total 71 27
presently estimated that about a dozen foreign road
contractors are operating in India.
Work Plan-II (2010-11)

Sl. No. State Section NH No. Length km
NHDP Phase-III
1 Meghalaya Jowai-Meghalaya/Assam Border 44 104

Sub-Total 104
2 Punjab Ludhiana - Talwandi 95 78

Sub-Total 78
3 Rajasthan Kota-Jhalawar 12 55
Sub-Total 55
4 Uttarakhand Rampur-Kathgodam 87 88
Sub-Total 88
5 West Bengal Barasat-Petrapole 35 60

Sub-Total 60
Total NHDP III 307
NHDP Phase-V
6 Andhra Pradesh Vijayawada-Elluru-Rajamundry 5 198
7 Andhra Pradesh Ichapuram-Srikakulam-Vishakapatnam - Rajahmundri 5 436

Sub Total 634
8 Karnataka Dharwad-Haveri 4 95
9 Karnataka Khagal-Belgaum 4 77
Sub Total 172
10 Orissa Chandikhole-Paradeep 5A 80
Sub Total 80
11 Punjab Ludhiana-Chandigarh 95 & 21 85

Sub Total 85
12 Uttar Pradesh Agra-Etawah Bypass 3 125
13 Uttar Pradesh Allahabad Bypass-Varanasi 2 160
14 Uttar Pradesh Aurangabad-Barwa Adda 2 220
15 Uttar Pradesh Etawah-Chakeri 2 157
16 Uttar Pradesh Chakeri-Allahabad 2 153

Sub Total 815
Total Phase V 1786
NHDP Phase-IV
17 Bihar Muzaffarpur-Barauni 28 107
18 Bihar Chhapra - Rewaghat - Muzzaffarpur 102 75

Sub Total 182
19 Chattisgarh Arang-Saraipalli-Orissa Border 6 150

20 Chattisgarh Chilpi-Simga 12A 128
21 Chattisgarh Raipur to Dhamtari 43 72
22 Chattisgarh Dhamtari-Jagdalpur 43 222
23 Chattisgarh/Jharkhand Pathalgaon to Gumala 78 130
24 Chattisgarh Ambikapur to Pathlgaon 78 85
25 Chattisgarh Bilaspur-Ambikapur 111 190
26 Chattisgarh Raipur-Bilaspur 200 112

Sub Total 1089
27 Himachal Pradesh Bilaspur to Ner Chowk 21 54
28 Himachal Pradesh Ner Chowk to Manali 21 119

Sub Total 173
29 Jharkhand Junction with Govindpur at

NH-2-Dhanbad-Bokaro-Ramgarh 32 & 33 130
30 Jharkhand Junction with NH-2 at Govindpur-Chas-Upto

JHR/WB Border 32 71
31 Jharkhand/ West Bengal Jamshedpur-Kharagpur 6 & 33 150

Sub Total 351
32 Karnataka Hospet-Chitradurga 13 119
33 Karnataka Bellary-Gooty 63 77
34 Karnataka Hospet-Hubli-Ankola 63 271
35 Karnataka Hoskote to Dobespet 207 89
36 Karnataka Kozhikode (Kerala Border)-Gundlupet-Coimbatore 212

(Kerala Border) & 67 63
37 Karnataka Gulbarga-Bijapur-Homnabad 218 200

Sub Total 819
38 Madhya Pradesh Gwalior-Dewas 3 450
39 Madhya Pradesh Jabalpur- Lakhnadon 7 74
40 Madhya Pradesh Biaora- MP/Rajasthan Border 12 Ext. 66
41 Madhya Pradesh Jabalpur-Mandla-Chilpi 12A 189
42 Madhya Pradesh Obadullaganj - Betul 69 143
43 Madhya Pradesh/ Betul- Nagpur 69 176

Maharashtra
44 Madhya Pradesh Jabalpur-Katani-Rewa 7 210

Sub Total 1308
45 Maharashtra Amravati-Dhule-Gujrat Border 6 450
46 Maharashtra Khed-Nasik 50 180
47 Maharashtra Vedishi-Osmanabad-Solapur 211 85
48 Maharashtra Dhule-Aurangabad 211 140
49 Maharashtra/ Solapur-Sangareddy 9 234

Andhra Pradesh Sub Total 1089
50 Orissa Baleashwar-Baripada-Jharpokhria
(Jn. of NH-5 with NH-6) 5 90
51 Orissa Jn. with NH-6 at Sambalpur with NH-5 in Cuttack 42 261
52 Orissa Bahargora-Sambalpur 6 370
53 Orissa Birmitrapur-Palhara 23 128

Sub Total 849
54 Punjab Sri Ganganagar-Amritsar 15 172
55 Punjab/ Haryana Jullundhar-Jind 71 350

Sub Total 522
56 Rajsthan/Gujarat Padhi-Dahod 113 123
57 Rajsthan/ Jhalawar-Biaora 12 121

Madhya Pradesh Sub Total 244
58 Tamil Nadu Thanjavur - Pudukkotai - Sivaganga -

Manamadurai 226 122
59 Tamil Nadu Tiruchirapalli-Lalgudi-Chidambaram &

Meenusuriti-Jayamkondam-Kootu Road
[km 90.20 to km 93.00 (common stretch 45C
with km 96.80 to km 99.60 of NH 227)] & 227 135
60 Tamil Nadu Vikravandi-Kumbakonam-Thanjavur 45C 165

Sub Total 422
61 Uttar Pradesh Nepal Border - Varanasi 233 292
62 Uttar Pradesh Varanasi-Lucknow 56 300
63 Uttar Pradesh Varanasi-Hanumanha 7 70
64 Uttar Pradesh Lucknow - Rai Bareilly 24 B 82
65 Uttar Pradesh Unnao - Lalganj 232 A 68
66 Uttar Pradesh Moradabad - Aligarh 93 71
67 Uttar Pradesh Meerut - Nazibabad 119 139
68 Uttar Pradesh Meerut - Bulandshahar 235 66
69 Uttar Pradesh/Rajasthan Bharatpur-Mathura-Hathras SH 90

70 Uttar Pradesh Rai Bareilly - Jaunpur 231 169
71 Uttar Pradesh Ambedkar Nagar - Banda 231 287
72 Uttar Pradesh Barabanki-Bahraich-Nanapara-Rupaidiha 28 C 152
73 Uttar Pradesh Gorakhpur-Ferenda-Nautanwa-Sonauli 29 E 99

Sub Total 1885
74 Uttarakhand/ Chutmalpur-Saharanpur-Yamunanagar-Haryana/
Uttar Pradesh UP Border 73 50
75 Uttarakhand Dehradun-Chutmalpur-Roorkee 72 A 70
76 Uttarakhand Sitarganj-Tanakpur 125 52
77 Uttarakhand/ Haridwar-Kashipur 74 167

Uttar Pradesh Sub Total 339
78 West Bengal Pundlbari-Baxirhat 31 46
79 West Bengal JHR/WB Border-Purliya-Balarampur-JHR/WB

border-upto junction with NH-33 at Chandil
(Jharkhand) 32 82.5
Sub Total 128.5
Total Phase IV 9400.5
SARDP-NE
80 Assam Demow-Dibrugarh 37 64
81 Assam Numaligarh-Jorhat 37 56
82 Assam Jorhat-Demow 37 81
Sub Total 201
83 Nagaland Dimapur-Kohima 39 81
Sub Total 81
Total SARDP-NE 282
Grand Total 11775.5

Policy Framework
National Highways Policy Initiatives Viability Gap Funding Scheme ( VGF)

The government has adopted a road development The VGF scheme provides financial support in the
policy setting out the guidelines for investment in form of capital grant for PPP projects in various
highways. In order to meet the huge investment infrastructure sectors. VGF Scheme is intended to
requirements in the sector, the government has taken support projects which are commercially unviable but
a number of measures to attract private sector have high economic benefit.
participation.
The Empowered Institution sanctions projects for VGF
• The government has permitted 100 per cent upto INR100 crore (USD 20 million) for each eligible
foreign equity in construction and maintenance of project subject to the budgetary ceiling indicated by
roads, highways, tunnels etc. the Finance Ministry. The Empowered Institution also
• Grant upto 40% of project cost to make project considers other proposals and places them before the
viable. Empowered Committee. Funding upto 20% of the
• 100% tax exemption in any 10 consecutive years project cost is provided. If required, an additional 20%
within a period of 20 years after completion of the can be made available by the sponsoring
project. Ministry/agency.
• Agreements to avoid double taxation with a large
number of countries Proposals up to INR 200 Crore (USD 40 million) will be
• Concession period upto 30 years sanctioned by the Empowered Committee and
• Right to charge tolls on certain (toll) projects. amounts exceeding INR 200 Crore will be sanctioned
These tolls are indexed to a formula linked with by the Empowered Committee with the approval of
the wholesale price index. Finance Minister.
• The government permits duty free import of high
capacity equipment required for highway Capital grant for all infrastructure projects under the
construction. VGF scheme is restricted to a maximum of 40% of the
• Government support for land acquisition, project cost (for projects upwards of INR 200 Crore).
resettlement and rehabilitation.
• Simplified procedure for Land Acquisition Grant provided by NHAI for highway projects under
• MCA for BOT (Annuity) and OMT are being the BOT route may be financed through the VGF route.
finalised. VGF funding will not be available over and above
• New rules for collection of fee for use of sections of NHAI's grant for projects.
national highway, permanent bridges, bypasses and
tunnels have been put into place. The illustration of The Government will carry out all preparatory works
revenue collection for new projects under the new for the projects identified for private investment and
policy is provided in the earlier section. meet the cost of following items:
• Detailed Feasibility Study
• Land for right-of-way and enroute facilities • Where design is left to the enterprise, giving
• Clearance of the right-of-way land: Relocation of details of standards and bore holes logs at bridge
utility services, cutting of trees, resettlement and sites etc.
rehabilitation of the affected establishments
• Environment Clearances
• Clearance from Indian Railways to allow
construction of Rail-Over-Bridges under their
supervision.
Government Support for Major Clearances required for Road Projects
CLEARANCES CLEARING AUTHORITY
Cost Estimate Ministry of Road Transport & Highways /Public Works Department
/National Highways Authority of India (NHAI)
Techno economic Clearances Ministry of Road Transport & Highways/ Public Works Department/
National Highways Authority of India
Pollution Clearance (water & air) Central Pollution Control Board
Forest Clearance Ministry of Environment & Forests
Environmental Clearance Ministry of Environment & Forests
Company Registration Registrar of Companies
Rehabilitation & Resettlement of Displaced Ministry of Road Transport & Highways, State Governments and NHAI
families
Foreign Direct Investment

(FDI) Policy
Introduction
Foreign Investment (in billion $)
The FDI regime has been progressively liberalised
during the course of the 1990s (particularly after 1996)
with most restrictions on foreign investment being Direct Foreign Investm ent
removed and procedures simplified. With limited Portfolio Foreign Investment
exceptions, foreigners can invest directly in India, 29.3
either wholly by themselves or as a joint venture.
India welcomes FDI in virtually all sectors, except

those of strategic concern such as defence (opened to 15.5
a limited extent), atomic energy and activities/ sectors 12.5
11.4
not opened to private sector investment. 9.3
8.5
7.7 7.1
6
5
The major source of FDI in India is through the equity 4.3
route, which accounted for 81% of the total FDI 1
inflows in India. Reinvested earnings of FDI 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08
companies accounted for 18% of the total Direct
Source: RBI
Investment. Acquisitions accounted for 17% of total
FDI.
Routes For Foreign Direct Investment
Investment Climate – FDI Current Situation
FDI in
Prior Permission (Foreign Investment

Automatic Route
Promotion Board)
No prior government approval required
Decision generally within 4–6 weeks
FDI equity limit-Automatic Route (illustrative list) FDI requiring prior approval (illustrative list)
• Roads -100% • Defence production – 26%
• Insurance – 26% • FM broadcasting – Foreign equity 20%
• Domestic airlines – 49% (100% for NRI investment) • News and current affairs – 26%
• Telecom services – Foreign equity 49% • Broadcasting – cable, DTH, setting up of hardware facilities
• Private sector banks – 74% – Foreign equity 49%
• Exploration and mining of coal, lignite, diamonds and • Test marketing – 100%
precious stones – 100% • Single Brand Retailing – 51%
• Development of new airports – 100%
• Development of existing airports – 74%
• Trading -whole sale cash & carry & for exports – 100%
Other areas (100% - Auto Route): Pharma, Non Banking Financial Services, SEZs, Food Processing
• Automatic Route - No prior Government approval • CCFI Route - Investment proposals falling outside
is required if the investment to be made falls the Automatic Route and having a project cost of
within the sectoral caps specified for the listed INR 6,000 million (USD 120 million) or more would
activities. Only filings have to be made by the require prior approval of Cabinet Committee of
Indian company with the concerned regional Foreign Investment (“CCFI”) after obtaining the
office of the Reserve Bank of India (“RBI”) within FIPB approval. Decision of CCFI is usually
30 days of receipt of remittance and within 30 days conveyed in 8-10 weeks. Thereafter, filings have to
of issuance of shares be made by the Indian company with the RBI.
Investment proposals falling within the automatic
• FIPB Route - Investment proposals falling outside route and having a project cost of INR 6,000
the automatic route would require prior million or more do not require to be approved by
Government approval. Foreign Investment CCFI
requiring Government approvals are considered
and approved by the Foreign Investment
Promotion Board (“FIPB”). Decision of the FIPB is
usually conveyed in 4-6 weeks. Thereafter, filings
have to be made by the Indian company with the
RBI
Tax Environment
Taxation System In India Rates of Taxation

India has a well-developed tax structure with the
Domestic Companies Foreign Companies
authority to levy taxes divided between the central
and the state governments. Since 1991 tax system in • Taxed at worldwide income • Taxed at income which is
• Taxed at 30% earned from a business
India has undergone a radical change in line with
• If taxable income >INR connection in India or from
liberal economic policy. Brief description of taxes a source/asset located in
10,000,000; Surcharge
prevalent in India is given below: applicable @ 10% of tax India.
(surcharge @ 7.5% • Taxed at 40%
proposed by budget 2010 • If taxable income > INR
Taxation in India
from AY 2011-2012). 10,000,000; Surcharge
Central State • Education cess of 3% of applicable @ 2.5% of tax.
tax (and surcharge if • Education cess of 3% of
Direct Taxes Indirect Taxes Other Taxes Indirect Tax applicable) tax (and surcharge if
• Dividend Distribution Tax applicable)
Personal Income Tax Customs Duty Professional Tax Value Added Tax
(DDT) is levied @ 16.995% • No Dividend Distribution
Wealth Tax Excise Duty Entry Tax (16.609% proposed by Tax (DDT)
Budget 2010 from AY 2011-
Corporate Tax Central Sales Tax Octroi 12) on the amount of
dividend declared.
Service Tax
Both the companies may be liable to Minimum Alternate Tax (MAT) of 15%
(18% proposed by Budget 2010 from AY 2011-12) of the book profits if the tax
Direct Taxation liability under normal provisions is less than MAT. The above rates may be
subject to more beneficial provisions contained in a tax treaty entered into
Tax incentive for Roads between India and the country in which the taxpayer is resident.
100% tax holiday is available for those who are
engaged in development of roads and highways. Such Minimum AlternateTax (MAT)
tax holiday can be availed for any consecutive period of The tax law requires companies to pay a minimum tax
10 years within a block of 20 years starting from the known as MAT on the basis of profits disclosed in the
year when the person starts developing the financial statements. MAT becomes payable when tax
roads/highways. Following conditions needs to be liability under normal provisions is less than MAT. In
fulfilled by such person: such a case, companies are liable to pay 15% of book
• There should be a company registered in India; profits as MAT plus applicable surcharge of 10% for
• Such company is awarded a contract by the domestic companies (surcharge of 7.5% proposed by
government or its agency to develop the Budget 2010 for domestic companies from AY 2011-
roads/highways; 2012) and 2.5% for foreign companies. Education cess
• A certificate from an accountant certifying the of 3% thereon is levied in case of both domestic and
deduction. foreign companies. Book profits for this purpose
are computed by making prescribed adjustments to However, the Indian company is liable to pay a tax
the net profit disclosed by the corporations in called Dividend Distribution Tax (DDT) of 16.995%
their financial statements. Budget 2010 has proposed (16.609% proposed by Budget 2010 from AY 2011-12)
a MAT rate of 18% from AY 2011-2012. (i.e. inclusive of surcharge and education cess) on such
dividends. This tax is in addition to the normal
MAT paid by companies can be carried forward for 10 corporate tax liability (income tax levied on the
years and offset against income tax payable under the company). The amount of dividend declared by the
normal provisions of tax. The maximum amount that parent company (i.e. holding more than 50 percent of
can be set off against regular income tax is equal to the capital) will be reduced by the amount of dividend
difference between the tax payable on the total received from its subsidiary company for the purposes
income as computed under the Income Tax Act and of computing DDT payable by the parent company if:
the tax that would have been payable under the MAT • Such dividend is received from its subsidiary;
provisions for that year. • The subsidiary has paid DDT on such dividend; and
• The parent company is not a subsidiary of any
Dividend DistributionTax (DDT) other company.
Dividend distributed by an Indian company is exempt Such tax paid is a non-deductible expense.
from income-tax in the hands of all shareholders.
Withholding tax
Withholding tax compliance
Tax withholding and deposit Requisite Challan

• Tax on payment is required to be deducted at the time of • Tax withheld has to be deposited in Form ITNS-281. With
credit; or at the time of payment, whichever is earlier. effect from 1 April 2008, all corporate will have to pay tax
• Amount of tax withheld is required to be deposited with the electronically.
government within 7 days from the end of the month in which
tax was withheld.
• In case the tax is deducted on 31 March, the same can be
deposited by 31 May.
Quarterly statement Withholding tax certificate

• Payment to residents: Quarterly statements for withholding tax • Certificate in Form no. 16A to be issued to the payee within 1
are to be filed on or before July 15, October 15, Jan 15 and June month of from the end of the month in which the tax was
15. withheld (certain exceptions)
• Payment to non-residents: Quarterly statements for • Certificate in Form 16 for tax withheld on salary to be issued
withholding tax is to be filed on or before July 14, October 14, within 1 month from the end of the financial year
Jan 14 and June 14*
* Introduced by Income Tax (First Amendment) Rules 2010
released on 18 February 2010 w.e.f 1st April 2009
Determination of Taxable Income
Profit / Loss Deduct taxes already paid to Is amount

arrive at net taxes payable / Net taxes payable
as per positive?
Accounts refundable Y
Tax payable is equal to tax N

Add: Expenses Disallowed under normal provisions Net taxes refundable
as per Income Tax Act and
considered in accounts
Y
Is Tax payable
Tax payable is
under normal
equal to tax
Less: Expenses Allowed provisions higher
under MAT
as per Income Tax Act but than tax payable
N provisions
not considered in accounts under MAT?
Apply applicable tax rates

(including Surcharge & Education Calculated tax payable
Cess) to the taxable income to under ‘Minimum alternate
arrive at gross tax payable under Tax’ (MAT) provisions
normal provisions.
Double Tax Relief and Tax Treaties

India has a comprehensive tax treaty network. Taxpayers have the option to choose between the provisions
of the tax treaty or the Income Tax Act, whichever is beneficial to them. List of countries with which India has
a Double Taxation Avoidance Agreements (DTAA)
List of countries with which India has a DTAA
Armenia Denmark Jordan Namibia Serbia Turkmenistan
Australia Egypt Kazakhstan Nepal Singapore Tazakhistan
Trinidad &
Austria Finland Kenya Netherlands Slovenia
Tobago
Bangladesh France Korea New Zealand South Africa UAE
Belarus Germany Kuwait Norway Spain Uganda
Belgium Greece Kyrgyz Republic Oman Sri Lanka UK
Botswana Hungary Libya Philippines Sudan Ukraine
Brazil Iceland Malaysia Poland Sweden USA
Bulgaria Indonesia Malta Portuguese Swiss Uzbekistan

Republic Confederation
Canada Ireland Mauritius Qatar Syria Vietnam
China Israel Myanmar Romania Tanzania Zambia
Cyprus Italy Mongolia Russia Thailand
Czech Republic Japan Morocco Saudi Arabia Turkey

Indirect Taxation project for NHAI) at a concessional BCD rate of

Customs Duty 5%. An importer of specified goods is eligible to
Customs duty is payable on import of goods into India. claim exemption from payment of Customs duty
The rate of Customs duty is based on the Tariff on fulfillment of prescribed conditions.
classification of the goods being imported as per the • Projects funded by international organisations:
Customs Tariff Act, 1975 ('Customs Tariff') [which is In terms of customs laws, goods imported from
aligned with the Harmonised System of Nomenclature outside India for execution of projects funded by
(HSN) followed internationally]. international organisations (like World Bank, Asian
Development Bank etc.) and approved by the
Various concessions/ exemptions are available on the Government of India are exempt from levy of
basis of nature of goods, usage, status of importer, Customs duty subject to prescribed conditions.
country of import etc.
• Foreign Trade Policy ('FTP'): The FTP provides
certain exemptions/benefits to specified supplies
Name of Duty / Cess Rate
of such goods manufactured in India, where such
Basic Customs Duty ('BCD') 10%15
supplies qualify as 'Deemed Exports'. As per the
Additional Customs Duty in lieu of Excise duty ('CVD') 8.24%* FTP, Deemed Exports refer to certain transactions
Education Cess (including the Secondary Higher 3% wherein the goods supplied do not leave the
Education Cess of One percent)
country and payment for supplies is received in
Additional duty of Customs in lieu of local taxes ('ADC') 4% Indian rupees or in free foreign exchange. Supplies
*10.3% proposed by Budget 2010 applicable from 26 February 2010 made to various specified projects/ purposes
qualify as deemed exports under the FTP including
Incentives/Exemptions
supplies under the following categories:
• Exemption for specified projects: An importer
i. Supply of goods to projects financed by
of specified goods is eligible to claim exemption
multilateral or bilateral agencies/funds
from payment of Customs duty16 on fulfillment of
notified by Department of Economic Affairs
prescribed conditions including:
under International Competitive Bidding
i The goods are imported by Ministry of ('ICB').
Surface Transport or a person who has been
ii. Supply of goods to any project or purpose in
awarded contract for construction of roads in
respect of which import of goods is
India by NHAI, PWD, road construction
permissible at zero-rate of Customs duty.
corporation under the control of State/ Union
Territory Government
However, in order to be eligible for Deemed Export
ii A person who has been named as a sub- benefits, supplies under the aforementioned
contractor in the contract between NHAI and categories should be made under ICB. Further, a sub-
the principal contractor for construction of contractor making supplies directly to the main
roads contractor or directly to the designated projects/
• Project Import: As per the project import agencies would also be eligible for Deemed Export
regulations, the benefit under project import benefits subject to prescribed conditions in this
would be available only to those goods which are regard.
imported against the specific contracts registered
with the appropriate authority. Under Project Excise duty
Import scheme, goods can be imported for Excise duty is levied by the Central Government on the
specified projects (including road development manufacture of movable goods in India at the time of
15. Capital goods can be imported at the general rate of 7.5 %

16. Notification No. 21/2002-Cus, dated 1 March 2002
removal of goods from the factory premise of the Value Added tax ('VAT')
manufacturer. The Central Excise Act, 1944 ('the VAT is a state specific levy on sale of goods within the
Excise Act') prescribes the rate of levy in the Excise State. The rate of VAT varies from 4%/ 12.5%
Tariff Act, 1985 ('Excise Tariff'). The general rate of (depending upon the goods involved). However, a
Excise duty in India is 8.24% (10.3% proposed by higher or a lower rate of VAT may be notified by the
Budget 2010 applicable from 26 February 2010 [Basic respective State Government for specified goods.
Excise Duty 10%, Education Cess 3%]). Credit of Multiple schemes for payment of VAT are available
Excise duty paid is available against the output Excise under the State VAT laws.
duty liability/output service tax liability.
Central SalesTax ('CST')
Incentives/Exemptions A transaction qualifies as an inter-state sale, where the
A supplier or a manufacturer of goods (that are sale entails movement of goods from one State to
supplied to a contractor/ sub-contractor engaged in another. Inter-state movement of goods is liable to
construction activities) would be eligible for exemption CST under the Central Sales Tax Act, 1956 ('the CST
from payment of Excise duty if following conditions Act') at the rate of 2 percent against statutory
are fulfilled: declaration form ('Form C'), which can be issued by
• Goods are supplied against ICB the buyer for specified purposes, or at the VAT rate
• Goods being supplied/ manufactured are exempt applicable on local sale of goods in the dispatching
from BCD, CVD and ADC when imported into India State (i.e. the State from which the movement of
goods commences pursuant to the sale). The EPC
Also, all goods supplied to projects financed by contractor can issue Form 'C' for purchase of goods at
international organisations (like World Bank, Asian the concessional rate.
Development Bank etc.) and approved by the
Government of India are exempt from levy of Excise Further, it is pertinent to note that the CST borne on
duty. account of inter-state procurements and paid in other
State will not be available as credit against any output
ServiceTax liability.
Service tax is a federal levy on provision of specified
services in India. Service tax is currently leviable at the Goods and Service tax - Proposed
rate of 10.3%. Relevant taxable services category for In the Union Budget 2008-09, the Government of India
construction activities include: has signaled its intention to introduce a nation wide
• Commercial or industrial construction services Goods and Service tax ('GST') with effect from 1 April
• S i t e fo r m a t i o n , c l e a r a n c e , exc ava t i o n , 2010. GST is now slated to be introduced with effect
earthmoving and demolition services from 1 April 2011. GST would be in lieu of Excise duty,
• Works contract services VAT, Entry tax, CST and Service tax.
• Management, maintenance or repair services
GST in India would be a dual GST with Center (CGST)
Incentives/Exemptions and State (SGST) levying GST at each transaction.
Construction/maintenance of roads have been Inter-state transactions would attract integrated GST
specifically exempted from levy of Service tax under (IGST) which would be the sum of CGST and SGST.
the following taxable categories: Credit of CGST, SGST and IGST would be available. No
• Commercial or industrial construction services credit of Central GST is likely to be available against
• Site formation and clearance, excavation, State GST and vice-versa.
earthmoving and demolition services17
• Works contract services
• Management, maintenance or repair services
17. Notification No. 17/2005-ST, dated 7 June 2005

Repatriation of Investments and

Profits Earned in India
Type of Income streams
Dividend Interest Royalty Technical

Fees
Rates of Domestic law Best treaty Domestic law Best treaty Domestic law Best treaty Domestic law Best treaty
taxation NIL(a) rate 5% 21.115% rate 10% 10.56% rate 10% 10.56% rate Nil
Notes:
a. Tax free for all shareholders but Indian company declaring the dividend is subject to Dividend Distribution Tax
(DDT) at 16.995% of the dividend declared
Ministry of Commerce and Industry vide Press Release dated 5 November 2009 has permitted payments for
Royalty, lumpsum fee for transfer of technology, payments for use of Trade mark/ brand name under automatic
route.
• Royalties and Technical Know-how Fees: permission of RBI is necessary for effecting
Indian companies that enter into Technology remittance, subject to specified compliances.
Transfer Agreements with foreign companies are
• Interest: Payment of interest borrowed from
permitted to remit payments towards know-how
overseas would be governed by the regulation
and royalty under the terms of the foreign
regarding external commercial borrowings.
collaboration agreement, subject to limits.
• Buyback of shares: A maximum of 25% of
• Dividends: Dividends are freely repatriable after
equity share capital permitted to be repurchased
the payment of Dividend Distribution Tax by the
in a financial year. Buyback is possible only from
Indian company declaring the dividend. No
free reserves, share premium and proceeds
Dividends are not allowed as deduction. Royalty/ fee for technical services/ interest are allowed as
deduction subject to transfer pricing norms
Repatriation of capital
Redemption of Liquidation of company

Buy back of shares Capital Reduction
preference share
from fresh issue of shares. Post repurchase, debt • Capital reduction: The company law provision
owed by company should not to exceed 2 times provides for a detailed procedure wherein the
of (capital + free reserves). There will be no tax capital of company can be reduced and money
implication in the hands of Indian company. c a n b e r e p a t r i a t e d b a ck . A s p e c i a l
However, since buy back is considered as permission/resolution is to be passed at general
transfer of shares (capital asset), therefore, meeting of shareholders authorising capital
shareholder will be liable to capital gain tax. No reduction process. Thereafter, a capital reduction
DDT to be paid by Indian company/ shareholders. process has to go through a court process which
• Redemption of preference shares: Foreign would could involve obtaining creditors approval,
capital invested in India is generally repatriable, no objection certificate from all creditors etc.
along with capital appreciation, if any, after the Cash paid to the extent of accumulated profits
payment of taxes due on them, provided the (including capitalised profits) would be liable to
investment was on repatriation basis. Preference DDT @16.995% (16.609% proposed by Budget
shares are similar to equity shares carrying 2010 from AY 2011-12) in the hands of Indian
preferential right towards payment of dividend. company.
Profits on redemption of preference shares • Liquidation of company: Cash can be
taxed are to be taxed as capital gains. This may repatriated by way of liquidation of Indian
not be applicable for non-resident investors as company. Both the shareholders can exit out of
preference shares can be redeemed only at par. the project simultaneously and get entire funds
DDT @ 16.995% (16.609% proposed by Budget back. Liquidation is complicated and time
2010 from AY 2011-12) would be payable on consuming.
coupon on preference shares.
Administrative Framework
The road sector in India is a concurrent subject. The Highways (MoRTH) and Ministr y of Rural
jurisdiction of Central Government is limited to Development (MoRD).
National Highways, while the jurisdiction of State
Governments is across State Highways, Major District At the State Level, the overall policy and programme
Roads, Village Roads and Other Roads. At the Central development and resource planning is done by the
Level, the overall policy, programme development and State Planning Cell in consultation with Central
planning is done by the Planning Commission in Planning Commission and State Ministry in charge of
consultation with the Ministry of Road Transport and Roads.
Administrative Framework by Category of Roads
Road Network Coordinating Agency Connectivity To
Ministry of Road Transport and

Highways (MoRTH), National Highway
Expressways State capitals and tier 1 cities
Authority of India (NHAI) and State Road
Development Corporations
MoRTH, NHAI, BRO Union capital, state capitals, major ports,

National Highways
(Border Roads Organisation) strategic locations
State capitals, district centres, important

State Highways State Public Works Departments ( PWDs)
towns, national highways, other states
State Capitals, district centres,

Major District Roads State PWDs
important towns, national highways
Production centres, markets, highways,

Rural and Other Roads Ministry of Rural Development (MoRD)
railway stations etc
Project Roads State PWDs/Project Organisations Projects like irrigation, power, mines, etc
Urban Roads Municipal Corporations Intra city networking
Villages, district roads, highways,

Village Roads Zilla Parishads/State Governments
railway stations, riversides etc
Administrative Framework for Roads
Institutional Advisory Framework

Facilitated by
Committee on Infrastructure
Planning Commission
Finance Ministry/PPP Cell Central Level
MoRTH MoRD
(allocation
of funds for the development
(allocation of funds for the development and
maintenance of highways) and maintenance of rural roads )
Department of Road
Transport & Highways
NHAI
(NHDP implementation,
operations and Planning, Policy Secretary
maintenance) and Budgeting Panchayat Raj
State Level
State PWD
State PWD Rural Redevelopment
State Highways
(NH-Wing) & Panchayat Raj
MDRs,ODRs, Village
Roads (Rural Roads)
Road Development Corporations

(Construction, Maintenance and
Operation of Roads)
About NHAI
The National Highways Authority of India (NHAI) was Besides implementation of the NHDP, NHAI is also
constituted by an Act of Parliament, the National concerned with implementation of road safety
Highways Authority of India Act, 1988. The Authority measures and environmental management and IT
was operationalised in Feb, 1995. initiatives in construction, maintenance and operation
of National Highways.
NHAI is the nodal agency responsible for the
development, maintenance and management of For projects related information kindly contact :
National Highways entrusted to it and for matters General Manager (Finance)
connected or incidental thereto. The USD 60 billion Phone : + 91(011)-25074100 & 25074200, Extn : 1418
National Highways Development Project (NHDP) has
been entirely managed by the NHAI under the
mandate of the Ministry of Road Transport &
Highways (MoRTH), Government of India.
The charter of NHAI is set out in the National

Highways Act, 1956 and National Highways Authority
of India Act, 1988:
• Delegation of powers and functions of the
highway administration to NHAI
• Enhanced powers for land acquisition
• Right to collect tolls for road projects on its own or
through third parties in accordance with specified
government guidelines
• Authorisation to borrow from capital market
through bonds, debentures and other instruments
• Situation where Central Government will have
powers to override NHAI and its officials
Organisation Structure of NHAI is set out below:

NHAI CORPORATE
NHAI
OFFICE
Technical Finance Administration
Project Corridor
Management Management
NHAI FIELD
OFFICES
Project
Corridor
Implementation Unit (PIU)
Management Unit (CMU)
The administrative framework at the Head Office is set out below
Chairman Central Vigilance

Officer
Member Member Member Member Member

Finance Administration Technical (1) Technical (2) &(3) PPP
CGM (HR & CGM (S R&D) CGM (Technical)-

CGM (Finance) CGM (PQ)
Admn) CGM (Safety) (2) & (3)
CGM (LA)
CGM (IT)
CGM (CM)
CGM (Legal)
Annexure
List of CD Contents
1. Overview of the Model Concession Agreement (BOT-Toll)

2. Model document of Request for Qualification
3. Model document of Request for Proposal
4. Arbitration Act, 1996
5. Central Road Fund Act
6. Land Acquisition Act
7. The Indian Tolls Act
8. New National Highways Fee Rules
9. Motor Vehicles Act
10. NHAI Act, 1988
11. Environment Protection Act
12. Manual and Specification for 6-laning
15. Road Transport Policy
16. Reserve Bank of India Policy
17. Soft copy of the Brochure
Useful Addresses
National Highways Authority of India Registrar of Companies
G 5&6, Sector-10, Dwarka, Department of Company Affairs
New Delhi - 110 075 Ministry of Finance
Phone: 91-011-25074100 & 25074200 'B' Block, IInd Floor, Paryavaran Bhawan
Fax : 91-011-25093507, 25093514 C.G.O. Complex, New Delhi-110 003, India
www.nhai.org www.dca.nic.in
Ministry of Finance, Government of India / Border Roads Organisation

Department of Economic Affairs Seema Sadak Bhawan
North Block, New Delhi Ring Road Naraina
www.finmin.in Delhi Cantt 110010
www.bro.nic.in
Department of Road Transport and Highways
Transport Bhavan Central Institute of Road Transport
1, Parliament Street Bhosari, Pune - 411026, India
New Delhi 110 001 www.cirtindia.com
www.morth.nic.in
National Portal of India
Department of Industrial Policy and Promotion www.india.gov.in/
Joint Secretary
Secretariat for Industrial Assistance (SIA) Directory of Indian Government Websites
Ministry of Commerce & Industry www.goidirectory.nic.in/
Udyog Bhavan, New Delhi-110 011, India
www.dipp.nic.in Press Information Bureau (PIB)
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Government of India
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Not just roads... building a NATION

http://www.nhai.org

NHAI Report Part 1 Opt

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NHAI Report Part 1 Opt

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Government of India

Ministry of Road Transport and Highways

Guidelines for Investment in

Not just roads... building a NATION

Financing National Highway

Public Private Partnership in

Revenue Risks and Mitigation 25

Overview of Successful Projects 28

Work Plan-II (2010-11) 30

Foreign Direct Investment Policy 36

The information contained herein is of a general nature and is not intended to

The consistent policy and institutional framework,

1. INR 50 = 1 USD : figures approximated

Upgradation of 12,109 km (NHDP-III) package is expected to be completed by 2012. Of the

The project consists of stretches of National Development of 1,000 km of expressways (NHDP-VI)

4. As on 31st March, 2009.

Financing National Highway Projects

Summary of Externally Aided Projects

Awarded Awarded Completed

NHDP Phase I 18 983 5538 12 616

NHDP Phase II EW Corridors 12 482 3208 - -

Sub-Total A 30 1465 8746 12 616

NHDP Phase I 13 766 2436 10 616

NHDP Phase I 7 150 634 7 150

Approved Financing Plan of NHDP (as on 31st March, 2009)

Phase Particulars Projected For (Kms) INR Crore

Cess and Market Borrowings 18,846

Projects awarded on Negative Grant

Delhi-Gurgaon 28 710 169 61 12

Rajkot Bypass-Jetpur 36 388 92 59 12

Panipat elevated Highways 10 270 64 96 19

Salem- Karur 42 253 60 46 9

Krishnagiri - Thopurghat 62 372 89 140 28

Tindivanam-Ulundurpet 71 480 114 152 30

Jalandhar- Amritsar 49 263 63 7 1

Ambala-Zirakpur 36 298 71 106 21

Dhule-Pimpalgaon 118 556 132 59 12

Vadodara Bharuch 83 660 157 471 94

Bharuch-Surat 65 492 117 504 101

Projects awarded on Revenue Share Basis

Surat-Dahisar 239 2600 619 38%

Gurgaon-Jaipur 225 1900 452 48%

Panipat-Jalandhar 291 2200 523 20%

Chennai-Tada 42 317 76 17%

Vijayawada-Chilkaluripet 85 1173 280 2%

Public Private Partnership in

6. As per recommendations of B. K. Chaturvedi Committee.

An overview of revenue risks and mitigation Political Event

the toll fee on project. Any alternate road,

Implementation steps of Project

General Trends in Dispute Resolution

NHAI has identified eight highway sections which are

Opportunities for Investment-State-Wise Projects Under NHDP Phase II

Estimated Project Cost

1 Udarband to Harangajo 54 31 202 40

STATE: Jammu & Kashmir

1 Banihal-Batole-Udhampur 1A 122 1035 207

3 Two Tunnels on Udhampur-Banihal- 1A 19 5000 1000

4 Udhampur Jammu (0-66) 1A 86 1011 202

1 Walayar-Vadakkancherry 47 55 600 120

STATE: Tamil Nadu

1 Salem-Coimbatore Kerala 47 82 540 108

STATE: Uttar Pardesh