Guidelines for Investment in Road Sector (as on 15 Feb 2012)
Transcript of Guidelines for Investment in Road Sector (as on 15 Feb 2012)
Guidelines for Investment in Road Sector
Government of India Ministry of Road Transport and Highways
Not just roads... building a NATION
Index
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
have endeavored to provide 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.
Deloitte refers to Deloitte Touche Tohmatsu India Private Limited
Executive Summary 4
Current Scenario 5
Financing National Highway
Projects 7
Public Private Partnership in
Highway Development 11
Overview of Successful Projects 29
Policy Framework 31
Foreign Direct Investment Policy 33
Tax Environment 35
4
Administrative Framework 43
About NHAI 45
Annexure 47
Revenue Risks and Mitigation 26
Repatriation of Investments
and Profits Earned in India 1
Executive Summary
The National Highway network of the country spans
about 70,934 km. The National Highway Development
Project (NHDP), covering a length of about 54,000 km
of highways, is India's largest road development
programme in its history. In many ways, this ambitious
and path-breaking initiative of the Government of
India, which began in the late 1990s acknowledged
the importance of private sector in India's
infrastructure development.
The consistent policy and institutional framework,
which has been the backbone of the more than INR 13,00,000 Crore (USD 60 billion ) NHDP, also conveys
the intent and commitment of successive
governments to encourage increased private
sector participation in developing the arterial road
network of the country to world class standards. More
than 60 percent of the estimated investment
requirement is expected to be privately financed.
The early success of Public-Private-Partnerships (PPP)
in the NHDP, arguably, set the tone for similar
initiatives in other infrastructure sectors and has
provided the single largest opportunity for private
financing and management of infrastructure services.
Build Operate Transfer (BOT) concession contracts
with an estimated Total Project Cost of approximately 2USD 32 billion (including BOT/DBFOT -Toll and BOT-
Annuity contracts) have been awarded under
various packages till December 31, 2011 and these
projects are expected to be fully operational by 2015-
16.
With several key projects on the anvil (including
6- laning of 4-laned roads, expressways and
port connectivity projects) and the increasing
interest evinced by domestic and foreign players in the
sector, NHAI is happy to present to you, the Guidelines
for Investment in the Road Sector, with specific focus
on NHDP.
NHAI believes that this document would serve as a
useful guide for potential investors, developers and
stakeholders interested in participating in India's
ambitious highway development programme.
Guidelines for Investment in Road Sector4
1. INR 50 = 1 USD : figures approximated
2. Design Build Finance Operate & Transfer
(DBFOT)
Current Scenario
Guidelines for Investment in Road Sector 5
India has an extensive road network of 4.24 million
km– the second largest in the world. The
National Highways have a total length of 70,934 km
and serve as the arterial road network of the
country. It is estimated that more than 70 per cent of
freight and 85 per cent of passenger traffic in the
country is being handled by roads. While Highways/
Expressways constitute only about 2 per cent of the
length of all roads, they carry about 40 per cent of the
road traffic leading to a strain on their capacity. The
number of vehicles on roads has been growing at
compounded annual growth rate (CAGR) of
approximately 8%in the last five years
The development of National Highways is the
responsibility of the Government of India. The
Government of India has launched major initiatives to
upgrade and strengthen National Highways through
various phases of the National Highways
Development Project (NHDP). NHDP is one of the
largest road development programmes to be
undertaken by a single authority in the world and
involves widening, upgrading and rehabilitation of
about 54,000 km, entailing an estimated investment
of more than INR 3,00,000 Crore (USD 60 billion).
The National Highways Authority of India (NHAI) is
mandated to implement the NHDP. Most of the
projects have been developed or are under
development on Public Private Partnership (PPP) basis
through Build Operate and Transfer (BOT)-Annuity
and Build Operate and Transfer (BOT)-Toll mode
(these have been explained in detail in later
section of the brochure). Typically, in an annuity
project, the project IRR is expected to be 12-14% and
equity IRR would be 14 -16%. For toll projects, where
the concessionaire assumes the traffic risk, the
project IRR is expected to be around 14-16% and3equity IRR around 18-20% .
The NHDP is being implemented under several
phases:
Phase I mainly involves widening (to 4 lanes) and
upgrading of 7,498 km of the national highway
network and has four component packages:
Highway network linking the four metropolitan
cities in India i.e. Delhi-Mumbai-Chennai-
Kolkata, covering a length of 5,846 km, popularly
known as the Golden Quadrilateral (GQ) project.
Highways along the North-South (NS) and East-
West (EW) corridors, covering a length of 981 km
Port connectivity projects covering a length
of 356 km; and
Other highway projects, covering a length of 315
km
Phase-II involves widening and improvement of the
NS-EW corridors (not covered under Phase-I) covering
a distance of 6,647 km, besides providing connectivity
to major ports on the east and west coasts of India and
some other projects. This includes 6,161 km of NS-EW
corridors and 486 km of other highways.
4-laning of the GQ has almost been completed.
4-laning of the Golden Quadrilateral (GQ) and
North- South and East- West (NS-EW) Corridors-
(NHDP I & II)
1.
2.
3.
4.
3. Deloitte Research
Guidelines for Investment in Road Sector6
4. Length in Km. as on December 31, 2011.
Phase III - Upgradation of 12,109 km
Phase IV - 2-laning of 20,000 km with paved
shoulders
Phase V - 6-laning of 6,500 km
NHDP-III involves upgradation of 12,109 km (mainly 4-
laning) of high density national highways, through the
Build, Operate & Transfer (BOT) mode at a cost of INR
80,626 Crore (USD billion). The project consists
of stretches of National Highways carrying high
volume of traffic, connecting state capitals with the
NHDP network under Phases I and II and providing
connectivity to places of economic, commercial
and tourist importance.
With a view to providing balanced and equitable
distribution of the improved/widened highways
network throughout the country, NHDP-IV envisages
upgrading of 20,000 km of such highways into 2-lane
highways, at an indicative cost of INR 27,800 Crore
(USD 5.6 billion). This will ensure that their capacity,
speed and safety match minimum benchmarks for
national highways. The government has already
approved strengthening of 5,000 km to 2-lane paved
shoulders on BOT (Toll/ Annuity) under NHDP-IV A at a
cost of INR 6,950 Crore (USD 1.4 billion).
Under NHDP-V, 6-laning of the 4-lane highways
comprising the GQ and certain other high density
stretches, will be implemented on BOT basis at an
estimated cost of INR 41,210 Crore (USD 8.2 billion).
These corridors have been 4-laned as part of the GQ in
16.1
Phase-I of NHDP. Of the 6,500 km proposed under
NHDP-V, about 5,700 km would be taken up in the GQ
and the balance 800 km would be selected on the basis
of predefined eligibility criteria.
With the growing importance of urban centres of India,
particularly those located within a few hundred
kilometers of each other, expressways would be both
viable and beneficial. The Government has approved
1,000 km of expressways to be developed on a BOT basis,
at an indicative cost of INR 16,680 Crore (USD 3.3 billion).
These expressways would be constructed on new
alignments.
The development of ring roads, bypasses, grade
separators and service roads are considered necessary
for full utilisation of highway capacity as well as for
enhanced safety and efficiency. For this, a programme
for development of such features at an indicative cost of
INR 16,680 Crore (USD 3.3 billion) has been approved by
the Government. Apart from the high density
corridors, a substantial part of the National Highways thnetwork would also require development during the 12
Plan period. These sections are characterised by low
density of traffic. Some of these stretches fall in
backward and inaccessible areas and others are of
strategic importance. The development of these
categories of National Highways would be carried out
primarily through budgetary resources.
Development of 1,000 km of expressways (NHDP-VI)
Other Highway Projects of 700 km (NHDP-VII)
4Current Status of Projects
Completed Work in Progress To be Awarded Total
16776
13264
24414
5445460000
55000
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
Financing National Highway Projects
Traditionally, financing for development of
National Highways in India was from the budgetary
resources of the Government of India. In order to
augment the available resources, loans have also been
raised from multilateral agencies like World Bank,
Asian Development Bank (ADB) and Japan Bank of
International Cooperation (JBIC).
NHAI has earlier received loans directly from
multilateral agencies (highway project). These loans
are expected to be repaid through the toll income
from the project. The interest rate for the project
is determined according to ADB's pool based variable
lending rate system for US dollar loans. Around 80 per
cent of the external assistance is provided to NHAI as a
grant by the Central government. The balance is
made available as long-term loans to NHAI, with the
Centre bearing the foreign exchange risk. Such loans
are usually provided for 15-25 years with a
moratorium of 5 years.
Guidelines for Investment in Road Sector 7
Summary of Externally Aided Projects
World Bank Funded Projects
NHDP Phase I
GQ
Others
NHDP Phase II EW Corridors
Sub-Total A
ADB Funded Projects
NHDP Phase I
GQ
Others
Sub-Total B
JBIC Funded Projects
NHDP Phase I
GQ
Others
Sub-Total C
Grand Total (A+B+C)
18
18
-
12
30
10
9
1
31
41
7
5
7
78
983
983
-
487
1,470
615
567
48
1,638
2,253
150
111
39
150
3,873
5,538
5,538
-
3,208
8,746
1,866
1,807
59
7,565
9,431
634
333
301
634
18,811
17
17
-
8
25
10
9
1
23
33
7
5
2
7
65
932
932
-
328
1,260
615
567
48
1,226
1,841
150
111
39
150
3,251
NHDP Phase II NS & EW Corridors
Category Awarded Awarded Cost
(INR Crore)
Completed
No. of Contracts Length in km No. of Contracts Length in km
2
ParticularsPhase Projected For (Kms) INR Crore
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.
Cess and Market Borrowings
BOT/SPV
BOT/SPV
BOT/SPV
Cess and Market Borrowings
Budgetary Support
External Assistance
Cess and Market Borrowings
External Assistance
Total (At 1999 Prices)
Total (At 2002 Prices)
Total (At 2004 Prices)
BOT/SPV
BOT/SPV
BOT/SPV
Cess and Market Borrowings
Cess and Market Borrowings
Cess and Market Borrowings
Total (At 2006 Prices)
Total (At 2006 Prices)
Total (At 2006 Prices)
Total (At 2007 Prices)
Private Sector
Government Spending
7498
6647
12109
5000
6500
1000
700
18,846
3592
3310
23420
7609
7862
30300
34339
80626
35691
9000
10378
5519
7680
6302
6950
41210
16680
16680
4608
2342
50129
12809
17688
NHDP-I
NHDP-II
NHDP-III
NHDP-IV A
NHDP-V
NHDP-VI
NHDP-VII
Approved Project Cost of NHDP (Excluding Interest During Construction and Escalations)
Guidelines for Investment in Road Sector8
Presently, the development and maintenance of
National Highways is financed by following modes:
Government's Gross Budgetary Support (GBS) and
Additional Budgetary Support (ABS)
Dedicated accruals under the Central Road Fund
(share in the levy of cess on fuel)
Lending by international institutions (World Bank,
ADB, JBIC)
Private financing under PPP frameworks
Build Operate and Transfer/Design Build 5Finance Operate and Transfer (DBFOT) -
Investment by private firm and return through
levy and retention of user fee
Build Operate and Transfer (Annuity) - BOT
(Annuity) - Investment by private firm and
return through semi-annual pre-determined
1.
2.
3.
4.
•
•
payments from NHAI as per bid.
Special Purpose Vehicle – SPV (with equity
participation by NHAI)
Market Borrowings (including funds raised
through Capital Gain Tax Exemption Bonds under
section 54 EC of Income Tax Act)
NHAI also has a provision for providing grant upto
40% of the project cost to make projects commercially
viable. However, the quantum of grant is decided on a
case to case basis and typically constitutes the bid
parameter in BOT projects. The disbursement of such
grant is subject to provisions of the project concession
agreements (A compact Disc (CD) containing an
overview of the
•
5.
Model Concession Agreement for
BOT - Toll projects is enclosed with the brochure).
Guidelines for Investment in Road Sector 9
Road Section Length (Km.)Estimated
Cost(INR Crore)
EstimatedCost
(USD Million)
Negative Grant(INR Crore)
Negative Grant(USD Million)
Delhi-Gurgaon
Rajkot Bypass-Jetpur
Panipat Elevated Highways
Salem- Karur
Krishnagiri - Thopurghat
Tindivanam-Ulundurpet
Thirssur-Angamali
Jalandhar- Amritsar
Ambala-Zirakpur
Dhule-Pimpalgaon
Vadodara Bharuch
Bharuch-Surat
28
36
10
42
62
71
40
49
36
118
83
65
710
388
270
253
372
480
312
263
298
556
660
492
142
78
54
51
74
96
62
53
60
111
132
98
61
59
96
46
140
152
84
7
106
59
471
504
12
12
19
9
28
30
17
1
21
12
94
101
NHAI projects, with higher traffic volumes, have also received Negative Grant (upfront payment payable by
successful bidder to NHAI) instead of grant / VGF as an outcome of the competitive bidding process. Further,
under the revised MCA, projects under BOT/ DBFOT framework have also been awarded on a revenue share /
premium basis, where the bidder offering the highest revenue share / premium is awarded the project. These
revenues are also ploughed back for the development and maintenance of National Highways.
Road Section
Surat-Dahisar
Gurgaon-Jaipur
Panipat-Jalandhar
Chennai-Tada
Vijayawada-Chilkaluripet
Krishnagiri-Walajhapet
Length (Km.)
239
225
291
42
85
148
EstimatedCost
(INR Crore)
EstimatedCost
(USD Million)Revenue Share (%)
2,600
1,900
2,200
317
1,173
1,250
520
380
440
63
235
250
38%
48%
20%
17%
2%
7%
Projects awarded on Revenue Share Basis
Projects awarded on Negative Grant
Guidelines for Investment in Road Sector10
Projects awarded on Premium
Road Section Length (Km.)
Estimated
Cost (INR
Crore)
Estimated
Cost (USD
Million)
Premium (INR
Crore)
Premium
(USD Million)
Chengapalli to Coimbatore Bypass
and End of Coimbatore Bypass 55 853 171 36 7
Indore-Jhabua-Gujarat/MP 155 1,175 235 23 5
Hyderabad-Yadgiri 36 388 78 12 2
4 Laning of Godhara to Gujarat /MP
Border87 786 157 8 2
Panipat - Rohtak 81 807 161 45 9
Kandla - Mundra Port 71 954 191 42 8
Rohtak - Bawal 83 650 130 12 2
Deoli - Kota 83 593 119 49 10
Sambalpur-Baragarh-
Chattisgarh/Orrisa Border88 909 182 1 0
Belagaum-Khanpur (4-lane) 82 359 72 2 0
Jetpur-Somnath (4-lane) 123 828 166 23 5
Pune – Satara 140 1,725 345 91 18
Samaikhiali-Gandhidham 56 805 161 58 12
Indore-Dewas 45 325 65 24 5
Belgaum-Dharwad 80 480 96 31 6
Chitradurga -Tumkur Bypass 114 839 168 140 28
Six Laning of Hosur-Krishnagiri 60 535 107 67 13
Panvel - Indapur 84 943 189 34 7
Luchiyana - Talwandi 78 479 96 1 0
Six Laning of Dhankuni-Kharagpur 111 1,396 279 126 25
Kota-Jhalwar 88 530 106 4 1
Ahmedabad-Vadodara 102 2,125 425 310 62
Barwa Adda-Panagarh 123 1,665 333 106 21
Nagpur-Wainganga Bridge 45 484 97 27 5
Beawar-Pali-Pindwara 244 2,388 478 251 50
Orissa/Chhattisgarh Border-Aurang 150 1,232 246 30 6
Shivpuri-Dewas 330 2,815 563 181 36
Gwalior-Shivpuri 125 1,055 211 67 13
Kishangarh-Udaipur-Ahmedabad 556 5,387 1,077 636 127
Muzaffarpur-Barauni 108 354 71 5 1
Hospet-Bellary- KNT/AP Border 95 910 182 18 4
Lucknow-Sultanpur 126 1,044 209 10 2
Rohtak-Jind 49 283 57 0 0
Raipur-Bilaspur 127 1,216 243 45 9
Hospet-Chitradurga 120 1,034 207 63 13
Cuttack-Angul 112 1,124 225 61 12
Mah/KNT Border-Sangareddy 145 1,267 253 80 16
Rampur-Katgodam 93 790 158 34 7
Agra-Etawah 125 1,207 241 128 26
Etawah-Chakeri 160 1,573 315 92 18
Solapur-Maharashtra/Karnataka
Border 100 923 185 28 6
Public Private Partnership in Highway DevelopmentInitially, projects under NHDP were awarded as item
rate cash contracts. However, going forward, Public
Private Partnerships (PPP) are going to be the main
mode of delivery for future phases of NHDP.
While there are a number of forms of PPP, the
common forms that are popular in India and have
been used for development of National Highways are:
Build, Operate and Transfer (Toll) Model on
DBFOT basis
Build, Operate and Transfer (Annuity) Mode on
DBFOT basis
Special Purpose Vehicle (SPV) for Port
Connectivity Projects
Private developers/ operators, who invest in tollable
highway projects, are entitled to collect and retain toll
revenues for the tenure of the project concession
period. The tolls are prescribed by NHAI on a per
vehicle per km basis for different types of vehicles.The
Government in the year 1995 passed the necessary
legislation on collection of toll. (Refer the National
Highways Fee [Determination of Rates and Collection]
Rules 2008
A Model Concession Agreement (MCA) has been
developed to facilitate speedy award of contracts.This
framework has been successfully used for award of
BOT concessions.The MCA has been revised recently
and current projects are being awarded under the
revised MCA (refer enclosed CD for overview of MCA
framework).
The concessionaire bids for annuity payments from
NHAI that would cover his cost (construction,
•
•
•
BOT (Toll)
BOT (Annuity)
NHAI is also proposing to award projects under a long
term Operations, Maintenance and Transfer (OMT)
concession.
and its amendments dated December 3,
2010, January 12, 2011 and October 12, 2011).
operations and maintenance) and an expected return
on the investment. The bidder quoting the lowest
annuity is awarded the project. The annuities are paid
semi-annually by NHAI to the concessionaire and
linked to performance covenants. The concessionaire
does not bear the traffic/ tolling risk in these contracts.
NHAI has recently taken up award of select highway
projects to private sector players under an OMT
Concession. Till recently, the tasks of toll collection and
highway maintenance were entrusted with tolling
agents/ operators and subcontractors, respectively.
These tasks have been integrated under the OMT
concession. Under the concession private operators
would be eligible to collect tolls on these stretches for
maintaining highways and providing essential
services (such as emergency/ safety services).
NHAI has also taken up development of port
connectivity projects by setting up Special Purpose
Vehicles (SPVs) wherein NHAI contributes upto 30% of
the project cost as equity.The SPVs also have equity
participation by port trusts, State Governments or their
representative entities. The SPVs also raise loans for
financing the projects. SPVs are authorised to collect
user fee on the developed stretches to cover
repayment of debts and for meeting the costs of
operations and maintenance.
General procedure for selection of concessionaires
adopted by NHAI is a two-stage bidding process.
Projects are awarded as per the model documents-
Request for Qualification (RFQ), Request for Proposal
(RFP) and Concession Agreement - provided by the
Ministry of Finance. NHAI amends the model
documents based on project specific requirements.
(Please refer CD for these model documents). The
processes involved in both stages are set out as
Operate, Maintain and Transfer (OMT) Concession
Special Purpose Vehicle for Port Connectivity Projects
International Competitive Bidding Process
Guidelines for Investment in Road Sector 11
follows:
Pre-qualification on the basis of Technical and
Financial expertise of the firm and its track record in
similar projects which meets the threshold technical
and financial criteria set out in the RFQ Document.
Some of the recent significant amendments in the pre
qualification document are set out below:
1. Determination of technical and financial capacity of
consortium applicants in proportion to the
committed equity holding of each consortium
member in the project SPV. For illustration-
- If Company A has been assessed to have an
experience score (measured in terms of
payments made/received and/or revenues
received for eligible projects) of 5,000 and
Company B has been assessed to have an
experience score of 2,500, in a Consortium with
shareholding of A as 60% and B as 40%, then the
weighted experience score of the Consortium
shall be:
5,000*60%+2,500* 40%=4,000
- If Company A with a net worth of INR 1000 Crore
(USD 200 million) & Company B with a net
worth of INR 500 Crore (USD 100 million) are
bidding together as a Consortium with
shareholding of A as 60% and B as 40% then the
weighted financial score of the Consortium shall
be:
1,000*60%+500*40%= INR 800 Crore (USD 160
million)
2. In case of foreign companies, a certificate from a
qualified external auditor who audits the books of
accounts of the Applicant or the Consortium
Member in the formats provided in the country
where the project has been executed shall be
accepted, provided it contains all the information
as required in the prescribed format of the RFQ.
3. Applicants/Bidders would need to provide an
undertaking to NHAI that the EPC works of the
project would be executed only by such EPC
Stage 1:
Contractors who have completed atleast a single
highway project of more than 20% of the estimated
project cost of the project or INR 500 Crore (USD
100 million) which ever is less in the preceding 5
financial years from the application due date.
Notice inviting tenders is posted on the web site and
published in leading newspapers
Commercial bids from pre-qualified bidders
are invited through issue of RFP. For BOT-(Toll)
projects the bid parameter is the premium offered to
the NHAI or the grant sought from NHAI. In BOT-
(Annuity) projects the bid parameter is the semi annual
annuity sought from NHAI.
Generally, the duration between Stage 1 and 2 is
about 30-45 days. Wide publicity is given to NHAI
tenders so as to attract attention of leading
contractors/ developers/ consultants.
Stage 2:
Summary of recent policy changes in the project development and award process are set out below:
The Government has put in place appropriate policy,
institutional and regulatory mechanisms including
a set of fiscal and financial incentives to encourage
increased private sector participation in road sector.
Based on NHAI’s experience and the discussions with
various stakeholders, the RFQ, RFP and the MCA are
being updated continuously. Some of the important
changes made in these documents are as under:
1. All applicants meeting the threshold technical and
financial experience criteria set out in the RFQ shall
be eligible to participate in the RFP stage. Earlier
only the top 5-6 applicants shortlisted based on
qualification criteria were eligible to submit
financial bids for projects.
2. NHAI is empowered to accept single bids based on
assessment of reasonableness of the bids.
3. Overall cap on Viability Gap Funding (VGF)
Guidelines for Investment in Road Sector12
increased from 5% to 10% for the entire six-laning
programme.
4. For individual projects with low traffic in the Golden
Quadrilateral (GQ) corridors, VGF cap has been
increased upto 20% of the project cost with an
overall cap of 500 km of roads in the project
network.
5. Equity Support under VGF has been increased to
40% of project cost. Earlier, 20% of project cost was
provided as equity support in construction phase
and 20% as Operations & Maintenance Support
6. Modifications in Standard RFQ, RFP and
Concession Agreement structures for National
Highway Projects
a. Termination provisions under capacity
augmentation situations modified to give more
comfort to investors and lenders. The
concession period can be extended upto 5
years to yield a post tax equity IRR of 16%, in the
event of capacity augmentation option
exercised by the concessionaire.
b. Exit option allowed for principal promoters of
road SPVs after two years from commercial
operations date (COD). Promoters were earlier
required to hold a minimum of 26% of the SPV’s
shareholding at all times during the tenure of
the Concession.
c. Threshold l imit for common control
(shareholding) of entities in competing
Applicants and/ or their Associates for the
purposes of determining Conflict of interest,
raised from 5% to 25%. Any such conflict of
interest arising at the pre-qualification stage
shall be deemed to subsist at the bidding stage
only if such applicants attracting the conflict of
interest provisions submit their bids.
d. Threshold technical capability for claiming
eligible project experience has been reduced to
a range between 5-10% of estimated project
cost of the subject project in lieu of 10-20% of
estimated project cost of the subject project
earlier.
e. The threshold technical experience score for the
purpose of pre-qualification will be equal to the
estimated project cost of the subject project.
This was, earlier equal to twice the estimated
project cost of the subject project.
f. Where the projects are bid out on a revenue
share basis, the base premium (fixed amount)
(revenue share proposed by the successful
bidder) will be increased at the rate of 5 per cent
year on year with respect to the immediately
preceding year for the entire tenure of the
concession.
6The aforesaid changes are expected to further
incentivise private investment in road/highway
projects.
Opportunities for Private Investors/ Developers
More than 60% of the projected investment
requirement for the NHDP (more than USD 60 billion)
is expected to be privately financed, primarily through
the BOT/DBFOT (Toll) route, offering enormous
opportunities. With a large number of new projects on
offer under PPP in the road sector, there exists several
investment opportunities for investors and companies
with diverse business lines such as engineering
companies, civil work contractors, O&M contractors,
toll operators, construction equipment manufacturers
etc. and other stakeholders such as advisors,
financiers and sector professionals. Only about 23 per
cent of the total highways in India are 4-laned / 6-
laned and the sheer potential for investments in this
sector is likely to create opportunities in the core
construction industry which may also be attractive
for foreign players.
The opportunity for private players in the road sector
can be broadly categorised in two segments:
a) Infrastructure Development
b) Logistics and Services.
6. As per recommendations of B K Chaturvedi Committee
Guidelines for Investment in Road Sector 13
stakeholders based on internationally accepted
principles and best practices. Throughout, it seeks to
achieve reasonable balance of risks and rewards for all
the participants.
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
private sector to the extent it is capable of managing
them. The transfer of such risks and responsibilities to
the private sector would increase the scope of
innovation leading to efficiencies in cost and services.
The commercial and technical risks relating to
construction, operation and maintenance are
allocated to the concessionaire, as it is best suited to
manage them. Other commercial risks, such as the rate
of growth of traffic, are also allocated to the
concessionaire.
The concessionaire is required
to commence construction works when the
financial close is achieved or earlier date that the
parties may determine by mutual consent. The
concessionaire shall not be entitled to seek
compensation for any prior commencement and
shall do it solely at his own risk.
Concessionaire to operate and
maintain the project facility (includes road and
road infrastructure as specified in the concession
agreement). Failure to repair and rectify any defect
or deficiency within specified period shall be
considered as breach of responsibility.
The concessionaire shall at its cost,
expenses and risk make such financing
arrangement as would be necessary to finance the
cost of the project and to meet project
requirements and other obligations under the
agreement, in a timely manner.
The MCA provides for increase or
decrease of the concession period in the event the
Key Concessionaire Risk/Obligations
• Construction Risk -
• O & M Risk -
• Financial Risk -
• Traffic Risk -
Development Projects Construction Tolling
BOT/DBFOT - Toll
Equipment Services
Material BOT -
Annuity
OMT
Equipment Containers
LuxuryBuses
Perishables Pvt Bus Service
UrbanTransportation
Trucking Tourism
Bulk
Roads
Logistics & Services
Infrastructure Development
SPV
Technology
Maintenance
Model Concession Agreement (MCA) for PPP Projects
Risk Framework of Model Concession Agreement
The highways sector in India has witnessed significant
investment in recent years. For sustaining the interest
of private participants, a clear risk-sharing and
regulatory framework has been spelt out in the Model
Concession Agreement (MCA). The MCA has been
developed to facilitate speedy award of contracts. This
framework has been successfully used for award of
BOT concessions. The MCA has been revised and
current projects are being awarded under the
revised MCA. This framework addresses the issues,
which are typically important for PPP, such as
unbundling of risks and rewards, symmetry of
obligations between the principal parties, equitable
sharing of costs and obligations, and risk mitigation
options under various scenarios including force
majeure and termination, under transparent and fair
procedures.
With the introduction of the MCA, the risks involved in
project and contractual issues, hitherto, have been
assuaged, and the entire process from invitation to bid
to implementation of the project is transparent.
MCA's risk framework is briefly discussed below:
The MCA has been developed in consultation with all
Guidelines for Investment in Road Sector14
Key Common Risk
• Force Majeure Risk - Force Majeure shall mean
occurrence in India of any or all of Non-Political
Event(s), Indirect Political Event(s) and Political
Event(s), which include the following:
• act of God, epidemic, extremely adverse
weather conditions or radioactive contamination
or ionising radiation, fire or explosion;
• strikes or boycotts
• the discovery of geological conditions, toxic
contamination or archaeological remains on
the Site; or
• any event or circumstances of a nature
analogous to any of the foregoing.
Indirect Political Event
• an act of war, invasion, armed conflict or act of
foreign enemy, blockade, embargo, riot,
insurrection, terrorist or military action,
• civil commotion or politically motivated
sabotage which prevents collection of toll/ fees,
• industry-wide or state-wide or India-wide
strikes or industrial action which prevent
collection of toll/ fees,
• any public agitation which prevents collection
of toll/ fees
Non-Political Event:
actual traffic falls short or exceeds the target traffic.
NHAI stipulates the target traffic
th around the 10 year from the date
of signing of the agreement. The target traffic is
determined based on 5% Compounded Annual
Growth Rate (CAGR) over the base year traffic for
the project.
An overview of revenue risks and mitigation
under the MCA is
provided in the next section.
NHAI is responsible for
acquiring the requisite land for the project
highway
NHAI will provide all reasonable
support and assistance to the concessionaire in
procuring applicable permits required from any
Government Instrumentality.
during the year
specified in project specific concession agreement,
which is usually
MCA also provides for termination of
the agreement if the average daily traffic in any
accounting year exceeds the design capacity and
continues to exceed for three subsequent
accounting years. Termination payments under
this scenario will be commensurate to those
applicable under an Indirect Political Event (See
table in next section on page 27).
(including Termination Payment)
Key NHAI Risk/Obligations
• Land Acquisition Risk:
• Approvals:
Guidelines for Investment in Road Sector 15
Political Event
• Change in Law,
• compulsory acquisition by any governmental
agency of any project assets or rights of
concessionaire or of the Contractors; or
• unlawful or unauthorised or without
jurisdiction revocation of or refusal to renew or
grant without valid cause any consent or
approval required by developer
Substantial part of the project site free from
encumbrances would be handed over to the
concessionaire till the Appointed Date. Additional
land in case of change of scope
by concessionaire on behalf of the
Authority.
Additional tollway will not be commissioned
within a specified year, depending upon the
concession period. Minimum user fee for
additional tollway 25% higher than
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 [upto 40% of TPC] can be
provided as equity support).
Other Salient features of the MCA
•
•
•
•
•
will need to be
acquired
will be at least
Guidelines for Investment in Road Sector16
Dispute Resolution Procedure for PPP projects
• Mediation by the Independent Engineer:
• Amicable Resolution:
• Arbitration:
If any
dispute arises between the parties, it is in the first
place resolved by the mediation of the
Independent Engineer. Any dispute, which is not
resolved by mediation of the Independent
Engineer, is resolved by amicable resolution.
Any dispute, difference or
controversy of whatever nature between the
parties, arising under, out of or in relation to the
Project Concession Agreement (PCA) is attempted
to be resolved amicably in accordance with the
procedure set forth in the dispute resolution
mechanism. Either party may require such dispute
to be referred to the Chairman, NHAI and the Chief
Executive Officer of the concessionaire in the
interim, for amicable settlement. Upon such
reference, the two shall meet at the earliest mutual
convenience and in any event not later than 15
days of such reference to discuss and attempt to
amicably resolve the dispute. If the dispute is not
amicably settled within 15 (fifteen) days of such
meeting between the two, either party may refer
the dispute to arbitration in accordance with the
provisions of the PCA.
Any dispute, which is not resolved
amicably, shall be finally settled by binding
arbitration under The Arbitration Act. The
arbitration shall be carried out by a panel of three
arbitrators, one to be appointed by each party and
the third to be appointed by the two arbitrators
appointed by the parties. The party requiring
arbitration shall appoint an arbitrator in writing,
inform the other party about such appointment
and call upon the other party to appoint its
arbitrator. If within 15 days of receipt of such
intimation the other party fails to appoint its
arbitrator, the party seeking appointment of
arbitrator may take further steps in accordance
with the Arbitration Act.
•
•
Dispute Resolution
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.
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
Procedure (see below) prescribed in the Agreement. It
specifies that the parties should attempt to resolve the
dispute amicably and for this purpose, the mandate
has been given to an Independent Engineer to
mediate and assist the parties to arrive at a settlement.
The procedure has been laid out in sufficient detail
therein.
However, upon the failure of such conciliatory
measure, the parties shall resort to Arbitration, which
shall be held in accordance with Arbitration and
Conciliation Act, 1996 (based on United Nations
Commission on International Trade Laws - UNCITRAL
model). The seat of arbitration for all concession
agreements pertaining to National Highways shall
ordinarily be at Delhi, however, the place may be
changed by mutual consent of the parties. Each party is
free to nominate its arbitrator who in turn, will appoint
a presiding arbitrator. The Arbitration Tribunal so
constituted can adjudicate any dispute referred to it,
and any other question of law arising out of such
dispute, including its own jurisdiction. The award
passed by such Tribunal, has the sanctity of a 'Decree'
under Indian Law and can be challenged on very
limited counts.
Guidelines for Investment in Road Sector 17
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.
BOT - (Annuity) projects are similar to BOT - (Toll)
projects with the exception that the traffic risk is borne
by NHAI and the concessionaire is paid fixed semi
annual annuities by NHAI.
Either party
fulfill the Conditions Precedent for commencement
of .
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 7fee to NHAI
is allowed a period of 45 days from the
date of signing of the concession agreement to
commercial operations
The OMT concessionaire will pay a fixed concession
fee to NHAI every month
and undertake tasks
of toll collection and operation and maintenance of
highways
NHAI has signed Concession Agreements for six OMT
projects and further identified twenty six projects to be
awarded during the year 2011-12. This way NHAI
intends to cover the entire NSEW public funded
corridor under OMT in the next two years. More
sections, where project completion is anticipated in
the next six to twelve months, are being planned for
OMT concessions.
(equivalent to one-twelfth
of the annual quoted amount)
along with construction of additional
project facilities as per the scope of work.
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).
The Dispute Resolution Procedure for EPC Projects
does not involve amicable settlement. The
disputes are referred to the Dispute Review Board.
The Board shall comprise of
three members, experienced with the type of
construction involved in road works, and with the
interpretation of contractual documents. If, during
the contract period, either of the parties is of the
opinion that the Dispute Review Board is not
performing its functions properly, they may
together disband the Board and reconstitute it.
In the
case of a dispute with a foreign contractor, the
dispute shall be settled in accordance with the
provisions of the UNCITRAL Arbitration Rules. The
arbitral tribunal shall consist of three arbitrators,
one each to be appointed by the employer and the
contractor and the third arbitrator chosen by the
two arbitrators so appointed by the parties, who
shall further act as the Presiding Arbitrator.
A “Foreign Contractor” means a contractor who is
not registered in India and is not a juridical person
under Indian Law.
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.
• Dispute Review Board:
• Dispute involving Foreign Contractor(s):
General Trends in Dispute Resolution
Guidelines for Investment in Road Sector18
Opportunities for Investment Under NHDP Phase II *
Opportunities for Investment Under NHDP Phase III *
Guidelines for Investment in Road Sector 19
*As on December 31, 2011
*As on December 31, 2011
The upcoming opportunities for investment in various Phases of NHDP are provided in the tables below:
**Targeted to be awarded in FY 2011-12
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
1 Ramban - Banihal 36 Jammu & Kashmir 1,444 289
2 Udhampur-Ramban 43 Jammu & Kashmir 1,725 345
3 Walayar-Vadekancherry** 54 Kerala 682 136
4 Agra Bypass 33 UP 457 91
5 Ghoshpukur-Salsalabari 163 West Bengal 1,549
310
S.No. Road Section Length (Km) State
Estimated Project Cost
(INR Crore) (USD Million)
1 Khagaria-Bakhtiyarpur** 120
Bihar 420
84
2 Ambala-Kaithal 86
Haryana 300
60
3
UP / Haryana Border
Yamunanagar-Panchkula** 104
Haryana 938
188
4 Rohtak-Hissar** 100
Haryana 950
190
5 Parwanoo-Solan 41
Himachal Pradesh 387
77
6 Shimla-Solan 60
Himachal Pradesh 570
114
7
Mulbagal-Karnataka/AP
Border** 22
Karnataka 231
46
8
Thiruvananthapuram-TN/Kerala
Border 43
Kerala 409
82
9 Kuttipuram-Edapally 116
Kerala 1,102
220
10 Cherthalai-Ochira 84
Kerala 798
160
S.No. Road Section Length (Km) State
Estimated Project Cost
Opportunities for Investment Under NHDP Phase III *
Guidelines for Investment in Road Sector20
*As on December 31, 2011
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
11
Bhopal-Bareily,Bareily-Rajmarg
Crossing,Rajmarg Crossing-
Jabalpur 290
Madhya Pradesh 2,755
551
12
Jowai-Meghalaya/Assam
Border** 102
Meghalaya 391
78
13 Chandikhole-Dubari-Talchar** 133
Orissa 1,287
257
14
Madurai-Parmakoti-
Ramanathapuram** 116
Tamil Nadu 1,102
220
15 Nagapattnam-Thanajavur 77
Tamil Nadu 268
54
16 Kerala/TN Border-Kanyakumari 65
Tamil Nadu 618
124
17 Coimbatore-Mettupalayam** 54
Tamil Nadu 567
113
18 Karaikkudi-Ramanathapuram 80
Tamil Nadu 280
56
19 Barasat-Petrapole 60
West Bengal 570
114
S.No. Road Section Length (Km) State
Estimated Project Cost
Guidelines for Investment in Road Sector 21
*As on December 31, 2011
Opportunities for Investment Under NHDP Phase IV *
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
1 Yadagiri-Warangal 96 Andhra Pradesh 912 182
2
Chhapra - Rewaghat -
Muzzaffarpur 75 Bihar 225 45
3 Biharsharif - Barbigha -Mokama 52
Bihar 156
31
4 Ekangarsarai- Jehanabad - Arwal 54
Bihar 162
32
5 Maheshkhut - Saharsa - Purnea 171
Bihar 513
103
6 Raipur-Dhamtari 72
Chhattisgarh 684
137
7 Chilpi-Simga 128
Chhattisgarh 384
77
8 Ghamtari-Jagdalpur 222
Chhattisgarh 666
133
9 Ambikapur-Pathlgaon 85
Chhattisgarh 255
51
10 Bilaspur-Ambikapur 190
Chhattisgarh 570
114
11 Pathalgaon-Gumala 130
Chhattisgarh 390
78
12 Punjab/ Haryana Border - Jind** 70
Haryana 439
88
13 Hissar-Dabwali 160
Haryana 1,520
304
14
Kaithal-Haryana/Rajasthan
Border 160
Haryana 1,520
304
15 Bilaspur-Ner Chowk** 54
Himachal Pradesh 902
180
16 Ner Chowk-Manali 119
Himachal Pradesh 1,131
226
17 Kiratpur- Bilaspur 63
Himachal Pradesh 599
120
18 Chas- Ramgarh 85
Jharkhand 255
51
19
Junction with NH-2 at
Govindpur-Chas-Upto JHR/WB
Border 71
Jharkhand 213
43
20 Ranchi - Birmitrapur 210
Jharkhand 630
126
21 Ranchi- Nagar Untari 260
Jharkhand 780
156
S.No. Road Section Length (Km) State
Estimated Project Cost
Guidelines for Investment in Road Sector22
*As on December 31, 2011
Opportunities for Investment Under NHDP Phase IV *
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
22 Jamshedpur-Kharagpur 150 Jharkhand 1,425 285
23 Kundapur-KNT/Goa Border** 192
Karnataka 1,965
393
24 Shimoga-Mangalore 188
Karnataka 1,786
357
25 Hasan-BC Road 130
Karnataka 1,235
247
26 Gulbarga-Bijapur-Homnabad 200
Karnataka 1,900
380
27 Hospet-Hubli-Ankola 271
Karnataka 2,575
515
28 Gundlupet-TN/KNT Border 27
Karnataka 81
16
29 Hoskote-Dobespet** 89
Karnataka 844
169
30
Tamil Nadu/KNT Border-
Bangalore 204
Karnataka 612
122
31
Shahganj Junction -Budhni-
Betul 107
Madhya Pradesh 1,017
203
32 Obdullaganj-Shahganj 26
Madhya Pradesh 247
49
33 Biaora- MP/Rajasthan Border 66
Madhya Pradesh 198
40
34 Jabalpur-Mandla-Chilpi 189
Madhya Pradesh 567
113
35 Khed-Sinner 150
Maharashtra 1,425
285
36 Vedishi-Osmanabad-Solapur 85
Maharashtra 808
162
37
Kalyan-Andhra Pradesh Border
(km442 to km591) 149
Maharashtra 447
89
38
Kalyan-Andhra Pradesh Border
(km232 to km284) 51
Maharashtra 153
31
39 Dhule-Aurangabad 140
Maharashtra 1,330
266
40
Amravati-Dhule-Gujarat
Border** 480
Maharashtra 1,079
216
41
Kalyan-Andhra Pradesh Border
(km 0.0 to km232) 232
Maharashtra 696
139
S.No. Road Section Length (Km) State
Estimated Project Cost
Opportunities for Investment Under NHDP Phase IV *
Guidelines for Investment in Road Sector 23
*As on December 31, 2011
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
42
Kalyan-Andhra Pradesh Border
(Km284 to km 337 Jn.with NH-
211) 53 Maharashtra 159 32
43
Kalyan-Andhra Pradesh Border
(Km 342 Jn. With NH-211 to km
442) 100
Maharashtra 300
60
44 Aurandabad-Vedishi 175
Maharashtra 1,663
333
45 Solapur-Mah/KNT Border** 126
Maharashtra 1,236
247
46 Bahargora-Sambalpur 370
Orissa 3,515
703
47 Birmitrapur-Barkote** 128
Orissa 778
156
48
Baleashwar-Baripada-
Jharpokhria (Jn. of NH-5 with
NH-6) 90
Orissa 855
171
49
Sriganganagar-
Rajasthan/Punjab Border 124
Rajasthan 1,178
236
50 Karauli-Dholpur 72
Rajasthan 216
43
51
Jhalawar-Rajasthan/Madhya
Pradesh Border 71
Rajasthan 213
43
52 Rajasthan Border-Fatehpur 135
Rajasthan 405
81
53 Padhi-Dahod 85
Rajasthan 255
51
54
Vikravandi-Kumbakonam-
Thanjavur** 165
Tamil Nadu 1,172
234
55
Thanjavur - Pudukkotai -
Sivaganga - Manamadurai 122
Tamil Nadu 366
73
56
Tiruchirapalli-Lalgudi-
Chidambaram & Meenusuriti-
Jayamkondam-Kootu Road 135
Tamil Nadu 405
81
57
Viluppuram-Pondicherry-
Nagapattinam 194
Tamil Nadu 1,843
369
58 Coimbatore-TN/KNT Border 103
Tamil Nadu 309
62
59 Dindigul-KNT/TN Border 266
Tamil Nadu 798
160
60 Ghaghra Bridge-Varanasi 177
Uttar Pradesh 1,682
336
61
Indo Nepal Border-Ghaghra
Bridge 122
Uttar Pradesh 1,159
232
S.No. Road Section Length (Km) State
Estimated Project Cost
Guidelines for Investment in Road Sector24
Opportunities for Investment Under NHDP Phase IV *
*As on December 31, 2011
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
62 Unnao - Lalganj 68 Uttar Pradesh 204 41
63 Varanasi-Sultanpur** 142 Uttar Pradesh 1,349 270
64 Meerut - Nazibabad 139 Uttar Pradesh 417 83
65 Raibareilly - Jounpur 169 Uttar Pradesh 507 101
66 Ambedkar Nagar - Banda 287
Uttar Pradesh 861
172
67 Varanasi-Hanumanha 125
Uttar Pradesh 375
75
68
Barabanki-Bahraich-Nanapara-
Rupaidiha 152
Uttar Pradesh 456
91
69
Gorakhpur-Ferenda-Nautanwa-
Sonauli 99
Uttar Pradesh 297
59
70 MP/UP Border-Allahabad 41
Uttar Pradesh 123
25
71 Varanasi-Gorakhpur 206
Uttar Pradesh 619
124
72 Bharatpur-Mathura-Hathras 90
Uttar Pradesh 270
54
73 Moradabad-Aligarh** 145
Uttar Pradesh 679
136
74 Bareilly-Sitarganj 87
Uttar Pradesh 261
52
75 Sitarganj-Kashipur 97
Uttarakhand 291
58
76 Kashipur-Haridwar 167
Uttarakhand 1,587
317
77 Dehradun-Chutmalpur-Roorkee 70
Uttarakhand 210
42
78 Sitarganj - Tanakpur 52
Uttarakhand 156
31
79
Chutmalpur-Saharanpur-
Yamunanadar-Haryana/UP
Border 50
Uttarakhand 475
95
80 Pundlbari - Baxirhat 46
West Bengal 138
28
81
JHR/WB Border-Purliya-
Balarampur-JHR/WB border-
upto junction with NH-33 83
West Bengal 248
50
S.No. Road Section Length (Km) State
Estimated Project Cost
Opportunities for Investment Under NHDP Phase V *
Guidelines for Investment in Road Sector 25
*As on December 31, 2011
**Targeted to be awarded in FY 2011-12
Opportunities for Investment Under Other Projects *
*As on December 31, 2011
**Targeted to be awarded in FY 2011-12
(INR Crore) (USD Million)
1 Eastern Peripheral Expressway** 135 UP/Haryana 2,699 540
S.No. Road Section Length (Km) State
Estimated Project Cost
(INR Crore) (USD Million)
1 Vijaywada-Elluru-Rajamundry** 103 Andhra Pradesh 1,743 349
2 Rajamundary-Gundugulanu 121 Andhra Pradesh 1,210 242
3 Ichhapuram-Srikakulam-Anandpuram 213 Andhra Pradesh 2,130 426
4 Anandpuram-Vishakhapatnam-Ankapalli** 59 Andhra Pradesh 590 118
5 Ankapalli-Tuni 59 Andhra Pradesh 590 118
6 Tuni-Dharmavaram 47 Andhra Pradesh 470 94
7 Dharmavaram-Rajahmundary 53 Andhra Pradesh 530 106
8 Nellore Bypass 17 Andhra Pradesh 170 34
9 Tada - Nellore 111 Andhra Pradesh 1,110 222
10 Aurangabad-Barwa Adda** 220 Bihar/Jharkhand 2,200 440
11 Khagal – Belgaum 77 Karnataka 770 154
12 Neelamangala-Tumkur 35 Karnataka 350 70
13 Dharwad-Haveri 95 Karnataka 950 190
14 Haveri-Chitradurga 135 Karnataka 1,350 270
15 Tumkur & Chitrdurga Bypass 31 Karnataka 310 62
16 Satara-Kagal 133 Maharashtra 1,330 266
17 Chandikhole-Paradeep** 77 Orissa 809 162
18 Bhubaneshwar-Icchapuram 135 Orissa 1,350 270
19 Balasore-Chandikhole 140 Orissa 1,400 280
20 Kharagpur-Baleshwar** 119 Orissa 487 97
21 Ludhiana-Chandigarh** 60 Punjab 600 120
22 Walahajapet -Poonamallee** 92 Tamil Nadu 930 186
23 Tambaram - Tindivanam 93 Tamil Nadu 930 186
24 Allahabad Bypass-Varanasi** 160 Uttar Pradesh 1,520 304
25 Chakeri-Allahabad** 150 Uttar Pradesh 1,425 285
26 Hapur-Moradabad 110 Uttar Pradesh 1,100 220
27 Agra-Gwalior 85 Uttar Pradesh 850 170
28 Delhi-Hapur 52 Uttar Pradesh 520 104
29 Panagarh – Palsit 64 West Bengal 640 128
30 Palsit-Dhankuni 65 West Bengal 650 130
S.No. Road Section Length (Km) State
Estimated Project Cost
Revenue realisation in BOT-Toll projects is subject to
some key risks including, but not limited to variation in
traffic, variation in toll rates,
premature termination
The concession agreement provides for
various risk mitigation mechanisms to the
concessionaire including change in concession period,
differential toll rates that are linked to cost of different
road structures under the new toll rules (linear
alignment, bridges, tunnels, bypasses etc.) to
providing for termination payments under force
majeure events.
additional tollway,
occurrence of on account of
certain events.
The concession agreement provides for extension or
reduction of the concession period in the event the 9actual traffic falls short or exceeds the target traffic , as
10estimated on the target date .
The notification of the New National Highways Fee
Rules (2008)
has
provided for a revision of toll rates and hence
realisable toll revenues for all vehicle categories. The
new toll rules are applicable for all new road projects.
MCA also provides for termination of the agreement if
the average daily traffic in any accounting year
exceeds the design capacity and continues to exceed
for three subsequent accounting years. Termination in
such scenario will be deemed to happen on account of
an Indirect Political Event.
Variation in Toll rates (Linked to WPI)
and its amendments dated December 3,
2010, January 12, 2011 and October 12, 2011
Type of Variation Change in
Concession PeriodCap on Concession
Period Variation
Variation in Traffic
Actual Traffic <
Target Traffic
For every 1%
shortfall,concession
period increase by 1.5%
20%
10%Actual Traffic >
Target Traffic
For every 1% excess,
concession period 8reduction by 0.75%
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
Revenue Risks and Mitigation
Guidelines for Investment in Road Sector26
Old Toll Rate Rs./ trip (USD)
11New Toll RatesRs./ trip (USD)
Scenario 1
88
(~1.76)
90
(~1.80)
491
(~9.82)
490
(~9.80)
Scenario 2
88
(~1.76)
95
(~1.90)
491
(~9.82)
540
(~10.80)
Event of Default
During construction(after financial
closure)During operations
Concessionaire
event of default
No payment Payment equal to 90% of debt
due less insurance claims if any.
NHAI event of
default
a. the total Debt Due 12b. 150% of the Adjusted Equity.
Force Majeure
Non-Political
Event
Payment equal 90%
of the Debt Due less Insurance Cover
Indirect Political 13Event
a. Debt Due Less Insurance Cover
b. 110% of the Adjusted Equity
Political Event a. the total Debt Due
b. 150% of the Adjusted Equity
11. As per new tolling rules, toll rate revision is determined by the formula - TR = TR (1+3%) + TR ((1+3%)*%Variation in WPI*40%)1 0 0
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.
12.
Including termination due to breach of capacity as set out under traffic risk
The salient features of the new toll rules and its
amendments are:
•
•
•
•
Increase in base toll rates by 3% every year
Increase in toll charges to the extent of 40% of the
increase in WPI.
Toll charges for new structures (bridges, tunnels)
determined based on construction cost.
Rounding off fee to the nearest five rupees (earlier
rounded off to nearest one Rupee).
While the earlier tolling rules prescribed a standard
base toll rate on a per passenger car unit (pcu)/km
basis for a highway project, the new rules prescribe
base toll rates also for high-cost structures (such as
bridges and tunnels) separately.
The
base toll rates for other high-cost structures
are indexed to the estimated
project cost (on INR/vehicle/trip basis).
Provided below is an illustration of toll revenues
earned from a Light Motor vehicle and Multi Axle
Vehicle (MAV of more than three and up to six axles) as
per the applicable toll rates under the old and new toll
For bypasses
constructed at a cost of INR ten crore or more, the base
toll rates are one and a half times the standard base toll
rate on a per passenger car unit (pcu)/km basis.
(such as
bridges and tunnels)
rules respectively.
The toll charge at the end of fifth year has been
calculated under two project development scenarios. In
Scenario 1, a linearly aligned highway stretch (without
bypasses and bridges) of 100 km has been considered. In
Scenario 2, the highway stretch includes a linear
alignment of 80 km and bypass length of 20 km.
The
increase in WPI is assumed to be 5% p.a.
The table above shows that for a given base toll rate, the
toll charges determined by the new toll rules are
significantly higher in Scenario 2, where the bypass is
reflected in the toll charges.
Complete details of the new National Highway Fee
(Determination of Rates and Collection) Rules, 2008
are provided in the enclosed
CD.
The concession may be terminated before project
completion in the event of the following:
The
base toll rate on a pcu/km basis has been assumed to be
0.69 for a Light Motor vehicle and 3.85 for a Multi Axle
Vehicle (MAV of more than three and up to six axles).
and
its amendments dated December 3, 2010, January 12,
2011 and October 12, 2011
Early Termination of Concession
Guidelines for Investment in Road Sector 27
Light Motor Vehicle
Light Motor Vehicle
Multi Axle Vehicle
Multi Axle Vehicle
• NHAI Event of Default: In the event of any of the
defaults specified in the concession agreement
which the Authority has failed to cure within 90
days or such longer period as has been specified in
the agreement, the Authority shall be deemed to
be in default and concessionaire shall have the
right to terminate the agreement
In the event of
any of the defaults specified in the concession
agreement which the concessionaire has failed to
cure within the specified cure period, and where no
such cure period has been specified, then within
the cure period of 60 days, the concessionaire shall
• Concessionaire Event of Default:
be deemed to be in default and NHAI shall have
the right to terminate the agreement
A force majeure event which
lasts for less than 180 days will lead to a
proportionate change in the concession period to
compensate the concessionaire for losses during
such period
The concession is eligible to be terminated (by
either party) if the force majeure event subsists for
at least 180 days within a continuous period of 365
days.
• Force Majeure Event:
Guidelines for Investment in Road Sector28
Overview of Successful Projects
Source: NHAI
Number of Contracts Cost in
BOT Toll
Awarded 161
Completed 44
BOT Annuity
Awarded 50
Completed 17
INR Crore USD Billion
15,242
2,412
3,381
1,011
26.1
3.3
5.9
1.2
130,372
16,625
29,717
6,186
PPP is gradually proving to be a successful mechanism
for developing and maintaining the National
Highways, as is evident from the increased private
sector participation in projects till date.
Toll collection depends on two factors - traffic volume
and tolling rate. The toll rates are pre-specified by
NHAI. Estimates of traffic growth for projects are also
provided by NHAI based on detailed feasibility studies.
However, bidders are advised to carry out
independent due-diligence of the traffic and growth
estimates. The profitability of tolled National
Highways has made the sector extremely competitive
and attractive. In light of the forecasts for traffic
growth on important road corridors, the Government
has given first preference to Build-Operate Transfer
(BOT/ DBFOT) toll projects.
Jaipur-Kishangarh is one of the earliest projects
implemented on BOT framework. The project involved
4-laning a length of approximately 91 km from Jaipur
to Kishangarh (NH-8), in the state of Rajasthan at an
estimated cost of INR 644 Crore (USD 129 million-
NHAI estimate). NHAI provided a grant of INR 211
Crore (USD 42 million) to the project. The concession
period of the project is 20 years.
Jaipur- Kishangarh BOT Project –NH 8
The project was completed 5 months ahead of its
scheduled completion date (2005). The concessionaire
also earned a bonus of INR 42.25 Crore (USD 8.5
million) in the form of early tolling during the period
before scheduled completion date. Even today, the
concessionaire is earning more revenues than those
projected at the time of bidding. However, the excess
revenue is being shared between the concessionaire
and NHAI as per the revenue sharing clause in the
agreement.
The project involved widening of existing two lanes to
4-lane divided carriageway facility including the
rehabilitation of existing 2-lanes on annuity basis. The
estimated cost of this 78 km long road project is INR
332 Crore (USD 66.4 million; NHAI Estimate). The
section has two toll plazas.
The project was awarded to the consortium of
M/s ILFS, M/s Punj Lloyd Ltd. and M/s Consolidated
Toll Network India Ltd. The concession period is 17
years and 6 months. The concessionaire completed the
project in October 2004, two months earlier than the
stipulated project completion date, and was paid a
(performance) bonus of INR 42.16 Crore (USD 8.4
million) on account of early completion.
This bridge is one of the first BOT projects, undertaken
by NHAI in 1995. The concession agreement was
signed in September, 2002.The consortium members
are from USA, U.K, Mauritius and India. Though the
Belgaum – Maharashtra Border Section of NH-4 (Annuity Project)
Second Vivekananda Bridge (now Sister Nivedita Bridge)- BOT Project in Kolkota:
Guidelines for Investment in Road Sector 29
financial close was delayed by one year, the
construction thereafter was almost on time and the thbridge was commissioned on 4 July, 2007. This
bridge also won the award of excellence for the year
2007 under the Foreign Bridge Project Category from
the American Segmental Bridge Institute. NHAI had
provided a grant of INR 120 Crore (USD 24 million) out
of the total project cost of INR 640 Crore (USD 128
million). The concession period of the project is 30
years.
This project has been undertaken as part of a
programme for adequate road connectivity to major
ports through an SPV of NHAI (Jawaharlal Nehru Port
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 completed in
July 2005. This project is a symbolic representation of a
successful venture of NHAI, Jawaharlal Nehru Port and
State Government
(CIDCO). Phase-II of the project for 4-laning of 14 km
and the 6-laning of Panvel Creek Bridge (length: 397m)
at a cost of INR 143 Crore (USD 29 million) has
been . Encouraged by the results, Phase –III
at a cost of INR 279 Crore (USD 56 million), is being
taken up. The concession given to the SPV of NHAI is
for 20 years from December 2000. The SPV is making
profits (after tax).
Foreign contractors started participating in NHDP
contracts (and to a limited extent in state highway
projects) from 2000-01. In 2000-01, there were about
20 contracts in the NHDP, where foreign contractors
participated either or in joint ventures;
the number grew to about 32 in 2003. The foreign
contractors taking part were from Malaysia, Korea,
China, Russia, Turkey, Indonesia, Iran and some niche
contractors from Europe for specialised jobs. It is
presently estimated that
Jawaharlal Nehru Port Connectivity Project in Maharashtra
Participation of Foreign Contractors
represented by City and Industrial
Development Corporation of Maharashtra Ltd.
also
completed
on their own
contractors from about 16
countries are operating in India.
Foreign companies are executing 24 contracts
exclusively and 83 contracts as joint venture partners
with Indian companies. Foreign investors are allowed
100 per cent foreign direct investment in road sector
(Please refer section on page 33). The total value of
contracts with foreign participation is estimated to be
more than INR 12,000 Crore (USD 2.4 billion)
Construction Firms
No. of Foreign Firms
No. of Projects
Length (in km)
BOT (Toll) 30 3,243
BOT (Annuity) 10 889
EPC Contracts 66 3,298
S. No. Country Contractors
JV Independent
China
Dubai
Malaysia
Iran
Saudi Arabia
UK
Indonesia
Korea
Spain
Taiwan
Thailand
Turkey
Philippines
USA
Russia
Italy
Total
1.
2.
3.
4.
5.
6.
7 .
8.
9.
10.
11.
12.
13.
14.
15.
16.
14
3
26
1
1
4
2
9
5
-
3
2
1
1
10
1
83
2
-
10
-
-
-
2
5
-
2
1
-
-
-
2
-
24
Country wise breakup of Foreign and JV Companies involved in development work of National Highway Projects
30
10
66
Guidelines for Investment in Road Sector30
National Highways Policy Initiatives
•
•
•
•
•
•
•
•
•
•
•
The government has adopted a road development
policy setting out the guidelines for investment in
highways. In order to meet the huge investment
requirements in the sector, the government has taken
a number of measures to attract private sector
participation.
The government has permitted 100 per cent
foreign equity in construction and maintenance of
roads, highways, tunnels etc.
Grant upto 40% of project cost to make project
viable.
100% tax exemption in any 10 consecutive years
within a period of 20 years after completion of
construction provided the project involves
addition of new lanes.
Agreements to avoid double taxation with a large
number of countries
Concession period upto 30 years
Right to charge tolls on certain (toll) projects.
These tolls are indexed to a formula linked with the
wholesale price index.
The government permits duty free import of high
capacity equipment required for highway
construction.
Government support for land acquisition,
resettlement and rehabilitation.
Simplified procedure for Land Acquisition
MCA for BOT (Annuity) is being finalised.
New rules for collection of fee for use of sections of
national highway, permanent bridges, bypasses and
tunnels have been put into place. The illustration of
revenue collection for new projects under the new
policy is provided in the earlier section.
Policy Framework
Viability Gap Funding Scheme ( VGF)
The VGF scheme provides financial support in the form
of capital grant for PPP projects in various
infrastructure sectors. VGF Scheme is intended to
support projects which are commercially unviable but
have high economic benefit.
The Empowered Institution sanctions projects for VGF
upto INR100 crore (USD 20 million) for each eligible
project subject to the budgetary ceiling indicated by
the Finance Ministry. The Empowered Institution also
considers other proposals and places them before the
Empowered Committee. Funding upto 20% of the
project cost is provided. If required, an additional 20%
can be made available by the sponsoring
Ministry/agency.
Proposals up to INR 200 Crore (USD 40 million) will be
sanctioned by the Empowered Committee and
amounts exceeding INR 200 Crore will be sanctioned
by the Empowered Committee with the approval of
Finance Minister.
Capital grant for all infrastructure projects under the
VGF scheme is restricted to a maximum of 40% of the
project cost (for projects upwards of INR 200 Crore).
Grant provided by NHAI for highway projects under
the BOT route may be financed through the VGF route.
VGF funding will not be available over and above
NHAI's grant for projects.
The Government will carry out all preparatory works
for the projects identified for private investment and
meet the cost of following items:
Guidelines for Investment in Road Sector 31
Government Support for Major Clearances required for Road Projects
Cost Estimate
Techno economic Clearances
Pollution Clearance (water & air)
Forest Clearance
Environmental Clearance
Company Registration
Rehabilitation & Resettlement of Displaced
families
CLEARANCES
Ministry of Road Transport & Highways /Public Works Department
/National Highways Authority of India (NHAI)
Ministry of Road Transport & Highways/ Public Works Department/
National Highways Authority of India
Central Pollution Control Board
Ministry of Environment & Forests
Ministry of Environment & Forests
Registrar of Companies
Ministry of Road Transport & Highways, State Governments and NHAI
CLEARING AUTHORITY
•
•
•
•
Detailed Feasibility Study
Land for right-of-way and enroute facilities
Clearance of the right-of-way land: Relocation of
utility services, cutting of trees, resettlement and
rehabilitation of the affected establishments
Environment Clearances
•
•
Clearance from Indian Railways to allow
construction of Rail-Over-Bridges under their
supervision
Where design is left to the enterprise, giving
details of standards and bore holes logs at bridge
sites etc.
Guidelines for Investment in Road Sector32
Foreign Direct Investment (FDI) Policy
* Apr 2010 - Dec 2010; Source: RBI
Routes For Foreign Direct Investment
Introduction
The FDI regime has been progressively liberalised
during the course of the 1990s (particularly after 1996)
with most restrictions on foreign investment being
removed and procedures simplified. With limited
exceptions, foreigners can invest directly in India,
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 a
limited extent), atomic energy and activities/sectors
not opened to private sector investment.
The major source of FDI in India is through the equity
route, which accounted for approximately 67% of the
total FDI inflows in India during the period April 2000
to April 2011.
Investment Climate – FDI Current Situation
Automatic Route
No prior government approval required
FDI equity limit-Automatic Route (illustrative list)
• Roads -100%
• Insurance – 26%
• Domestic airlines – 49% (100% for NRI investment)
• Telecom services – Foreign Investment 74% (FDI upto 49%
under the automatic route)
• Private sector banks – 74% (upto 49% is under the
automatic route)
• Exploration and mining of coal, lignite, diamonds and
precious stones – 100%
• Development of new airports – 100%
• Development of existing airports – 100% (upto 74% is
under the automatic route)
Other areas (100% - Auto Route): Pharma, Non Banking Financial Services, SEZs, Food Processing
Prior Permission (Foreign Investment Promotion Board)
Decision generally within 4–6 weeks
FDI Requiring prior approval (illustrative list)
• Defence production -26%
• FM broadcasting – Foreign investment 20%
• Print media / news and current affairs - 26%
• Broadcasting – cable, DTH, setting up of hardware facilities-
Foreign equity 49% (Ceiling of 20% for FDI in DTH)
• E-commerce activities - items sourced from small scale
sector & test marketing – 100%
• Single brand retailing 51%
• Banking - Public Sector FDI and Portfolio Investment upto
20%
FDI
2006-07 2007-08 2008-09 2009-10 2010-11*
Net Foreign Investment (in billion $)
7.7
15.9
19.8 18.8
7.67.1
27.4
-14.0
32.430.1
-20.0
-10.0
0.0
10.0
20.0
30.0
40.0
Net Direct Foreign Investment
Net Portfolio Foreign Investment
•
•
Automatic Route - No prior Government approval
is required if the investment to be made falls within
the sectoral caps specified for the listed activities.
Only filings have to be made by the Indian
company with the concerned regional office of the
Reserve Bank of India (“RBI”) within 30 days of
receipt of remittance and within 30 days of
issuance of shares
FIPB Route - Investment proposals falling outside
the automatic route would require prior
Government approval. Foreign Investment
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
CCEA Route - Investment proposals falling
outside the Automatic Route and having total
foreign equity inflow of more than INR 12,000
million (USD 240 million) would require prior
approval of Cabinet Committee on Economic
Affairs (“CCEA”) after obtaining the FIPB approval. Decision of CCEA is usually conveyed in 8-10
weeks. Thereafter, filings have to be made by the
Indian company with the RBI. Investment
proposals falling within the automatic route and
having total foreign equity inflow of more than INR
12,000 million do not require to be approved by
CCEA.
•
Guidelines for Investment in Road Sector34
• Taxed at worldwide income
• Taxed at 30%
• If taxable income > INR
1 0 , 0 0 0 , 0 0 0 ; S u r c h a r g e
applicable @ 5% of tax.
• Education cess of 3% of tax
(and surcharge if applicable)
• Dividend Distribution Tax
(DDT) is levied @ 16.22% on
the amount of dividend
declared.
• Taxed at income which is
earned from a business
connection in India or from a
source/asset located in India.
• Taxed at 40%
• If taxable income > INR
1 0 , 0 0 0 , 0 0 0 ; S u r c h a r g e
applicable @ 2% of tax.
• Education cess of 3% of tax
(and surcharge if applicable)
• No Dividend Distribution Tax
(DDT)
Foreign CompaniesDomestic Companies
Tax Environment
Service Tax
Taxation in India
State
Direct Taxes
Indirect Taxes
Personal Income Tax
Corporate Tax
Wealth Tax
Customs Duty
Excise Duty
Central Sales Tax
Other Taxes
Professional Tax
Central
Indirect Tax
Value Added Tax
Entry Tax
Octroi
Taxation System In India
India has a well-developed tax structure with the
authority to levy taxes divided between the central
and the state governments. Since 1991 tax system in
India has undergone a radical change in line with
liberal economic policy. Brief description of taxes
prevalent in India is given below:
Direct Taxation
Tax incentive for Roads
•
•
•
100% tax holiday is available for those who are
engaged in (i) development or (ii) operation and
maintenance or (iii) development, operation and
maintenance of a new infrastructure facility. Such tax
holiday can be availed for any consecutive period of 10
years within a block of 20 years starting from the year
when the undertaking develops and begins to operate
the infrastructure facility. Following conditions need to
be fulfilled by such an undertaking:
It should be a company registered in India;
Such company is awarded a contract by the
government or its agency to develop the
roads/highways;
A certificate from an accountant certifying the
deduction.
Both the companies may be liable to Minimum Alternate Tax (MAT) of 18.5% of
the book profits if the tax 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 between India and the country in which the taxpayer is
resident.
The tax law requires companies to pay a minimum tax
known as MAT on the basis of profits disclosed in
the financial statements. MAT becomes payable when
tax liability under normal provision is less than MAT.
In such a case, companies are liable to pay 18.5% of
book profits as MAT plus applicable surcharge of 5%
for domestic companies and 2% for foreign
companies. Education cess of 3% thereon is levied in
case of both domestic and foreign companies. Book
profits for this purpose are computed by making
prescribed adjustments to the net profit disclosed by
the corporations in their financial statements.
Minimum Alternate Tax (MAT)
Rates of Taxation
Guidelines for Investment in Road Sector 35
MAT paid by companies can be carried forward for 10
years and offset against income tax payable under the
normal provisions of tax. The maximum amount that
can be set off against regular income tax is equal to the
difference between the tax payable on the total
income as computed under the Income Tax Act and
the tax that would have been payable under the MAT
provisions for that year.
Dividend distributed by an Indian company is exempt
from income-tax in the hands of all shareholders.
However, the Indian company is liable to pay a tax
called Dividend Distribution Tax (DDT) of 16.22% (i.e.
inclusive of surcharge and education cess) on such
dividends. This tax is in addition to the normal
corporate tax liability (income tax levied on the
Dividend Distribution Tax (DDT)
company). The amount of dividend declared by the
parent company (i.e. holding more than 50 percent of
capital) will be reduced by the amount of dividend
received from its subsidiary company for the
purposes of computing DDT payable by the parent
company if:
Such dividend is received from its subsidiary;
The subsidiary has paid DDT on such dividend; and
The parent company is not a subsidiary of any
other company.
Such tax paid is a non-deductible expense.
•
•
•
Guidelines for Investment in Road Sector36
Profit / Loss as per
Accounts
Add: Expenses Disallowed as per Income Tax Act and
considered in accounts
Less: Expenses Allowed as per Income Tax Act but not considered in accounts
Apply applicable tax rates (including Surcharge & Education
Cess) to the taxable income to arrive at gross tax payable under
normal provisions.
Tax payable is equal to tax under normal provisions
Calculated tax payable under ‘Minimum alternate
Tax’ (MAT) provisions
Is Tax payable under normal
provisions higher than tax payable
under MAT?
Deduct taxes already paid to arrive at net taxes payable /
refundable
Is amount positive?
Net taxes refundable
Tax payable is equal to tax under MAT provisions
Y
N
Y
N
Net taxes payableProfit / Loss
as per Accounts
Add: Expenses Disallowed as per Income Tax Act and
considered in accounts
Less: Expenses Allowed as per Income Tax Act but not considered in accounts
Apply applicable tax rates (including Surcharge & Education
Cess) to the taxable income to arrive at gross tax payable under
normal provisions.
Tax payable is equal to tax under normal provisions
Calculated tax payable under ‘Minimum alternate
Tax’ (MAT) provisions
Is Tax payable under normal
provisions higher than tax payable
under MAT?
Deduct taxes already paid to arrive at net taxes payable /
refundable
Is amount positive?
Net taxes refundable
Tax payable is equal to tax under MAT provisions
Y
N
Y
N
Net taxes payable
Determination of Taxable Income
Withholding tax compliance
Tax withholding and deposit
• Tax on payment is required to be deducted at the time of
credit; or at the time of payment, whichever is earlier.
• Amount of tax withheld is required to be deposited with the
government within 7 days from the end of the month in
which tax was withheld.
• In case the tax is paid or credited in the month of March, the
same can be deposited by April 30.
Requisite Challan
• Tax withheld has to be deposited in Form ITNS-281. With
effect from April 1, 2008 all corporates will have to pay tax
electronically.
Withholding tax certificate
• Certificate in Form no. 16A to be issued to the payee within 15
days from the due date for furnishing the statement of tax
deducted at source.
• Certificate in Form 16 for tax withheld on salary to be issued
annually by May 31 of the financial year immediately following
the financial year in which income was paid and tax deducted.
Quarterly statement
• Payment to residents and non residents: Quarterly statements for
withholding tax are to be filed on or before July 15, October 15,
Jan 15 and May 15.
Withholding tax
Guidelines for Investment in Road Sector 37
List of countries with which India has a DTAA
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
Double Taxation Avoidance Agreements (DTAA) is provided below.
Armenia
Australia
Austria
Bangladesh
Belarus
Belgium
Botswana
Brazil
Bulgaria
Canada
China
Cyprus
Czech Republic
Denmark
Finland
France
Germany
Greece
Hungary
Iceland
Indonesia
Ireland
Israel
Italy
Japan
Jordan
Kazakhstan
Kenya
Korea
Kuwait
Kyrgyz Republic
Libya
Luxembourg
Malaysia
Malta
Mauritius
Mongolia
Morocco
Myanmar
Namibia
Nepal
Netherlands
New Zealand
Norway
Oman
Phillippines
Poland
Portuguese Republic
Qatar
Romania
Russia
Saudi Arabia
Serbia
Singapore
Slovenia
South Africa
Spain
Sri Lanka
Sudan
Sweden
Swiss Confederation
Syria
Tanzania
Tazakhistan
Thailand
Trinidad and Tobago
Turkey
Turkmenistan
UAE
Uganda
UK
Ukraine
USA
Uzbekistan
Vietnam
Zambia
Guidelines for Investment in Road Sector38
United Arab Republic(Egypt)
Incentives/Exemptions
• Exemption for specified projects: An importer of
specified goods is eligible to claim exemption 15from payment of Customs duty on fulfillment of
prescribed conditions, which inter alia include:
i The goods are imported by Ministry of Road
Transport or a person who has been awarded
contract for construction of roads in India by
NHAI, PWD, road construction corporation
under the control of State/ Union Territory
Government
ii A person who has been named as a sub-
contractor in the contract between NHAI and
the principal contractor for construction of
roads
• Project Import: As per the project import
regulations, the benefit under project import
would be available only to those goods which are
imported against the specific contracts registered
with the appropriate authority. Under Project
Import scheme, goods can be imported for
specified projects (including road development
project for NHAI) at a concessional BCD rate of 5%.
An importer of specified goods is eligible to claim
exemption from payment of Customs duty on
fulfillment of prescribed conditions.
• Projects funded by international organisations: In
terms of customs laws, goods imported from
outside India for execution of projects funded by
international organisations (like World Bank, Asian
Development Bank etc.) and approved by the
Government of India are exempt from levy of
Customs duty subject to prescribed conditions.
• Foreign Trade Policy ('FTP'): The FTP provides
certain exemptions/benefits to specified supplies
of such goods manufactured in India, where such
supplies qualify as 'Deemed Exports'. As per the
FTP, Deemed Exports refer to certain transactions
wherein the goods supplied do not leave the
country and payment for supplies is received in
Indian rupees or in free foreign exchange. Supplies
made to various specified projects/ purposes
qualify as deemed exports under the FTP including
supplies under the following categories:
I. Supply of goods to projects financed by
multilateral or bilateral agencies/funds
notified by Department of Economic Affairs
under International Competitive Bidding
('ICB').
ii. Supply of goods to any project or purpose in
respect of which import of goods is
permissible at zero-rate of Customs duty.
However, in order to be eligible for Deemed Export
benefits, supplies under the aforementioned
categories should be made under ICB. Further, a sub-
contractor making supplies directly to the main
contractor or directly to the designated projects/
agencies would also be eligible for Deemed Export
benefits subject to prescribed conditions in this
regard.
Excise duty is levied by the Central Government on the
manufacture of movable goods in India at the time of
Excise duty
Indirect Taxation
Customs Duty
Customs duty is payable on import of goods into India.
The rate of Customs duty is based on the Tariff
classification of the goods being imported as per the
Customs Tariff Act, 1975 ('Customs Tariff') [which is
aligned with the Harmonised System of Nomenclature
(HSN) followed internationally].
Various concessions/ exemptions are available on the
basis of nature of goods, usage, status of importer,
country of import etc.
14. Capital goods can be imported at the general rate of 7.5 % .
15. Notification No. 21/2002-Cus, dated March 1, 2002.
Education Cess (including the Secondary Higher
Education Cess of One percent)
1410%
10.3%
3%
4%
Name of Duty / Cess Rate
Basic Customs Duty ('BCD')
Additional Customs Duty in lieu of Execise duty ('CVD')
Additional duty of Customs in lieu of local taxes ('ADC')
Guidelines for Investment in Road Sector 39
removal of goods from the factory premise of the
manufacturer. The Central Excise Act, 1944 ('the Excise
Act') prescribes the rate of levy in the Excise Tariff Act,
1985 ('Excise Tariff'). The general rate of Excise duty in
India is 10.3% (Basic Excise Duty 10%, Education Cess
3%). Credit of Excise duty paid is available against the
output Excise duty liability/output service tax liability.
A supplier or a manufacturer of goods (that are
supplied to a contractor/ sub-contractor engaged in
construction activities) would be eligible for
exemption from payment of Excise duty on fulfillment
of prescribed conditions, which inter alia include:
Goods are supplied against ICB
Goods being supplied/ manufactured are exempt
from BCD, CVD and ADC when imported into India
Also, all goods supplied to projects financed by
international organisations (like World Bank, Asian
Development Bank etc.) and approved by the
Government of India are exempt from levy of Excise
duty.
Service tax is a federal levy on provision of specified
services in India. Service tax is currently leviable at the
rate of 10.3%. Relevant taxable services category for
construction activities inter alia include:
Commercial or industrial construction services
Site formation, clearance, excavation, earth
moving and demolition services
Works contract services
Management, maintenance or repair services
Construction / maintenance of roads has been
specifically exempted from levy of Service tax under
the following taxable categories:
Commercial or industrial construction services
Site formation and clearance, excavation, 16earthmoving and demolition services
Works contract services
Management, maintenance or repair services.
Incentives/Exemptions
Incentives/Exemptions
•
•
Service Tax
•
•
•
•
•
•
•
•
Value Added tax ('VAT')
Central Sales Tax ('CST')
Goods and Service tax - Proposed
VAT is a state specific levy on sale of goods within the
State. The rate of VAT generally varies from 174%/13.5% (depending upon the goods involved).
However, a higher or a lower rate of VAT may be
notified by the respective State Government for
specified goods. Multiple schemes for payment of VAT
are available under the State VAT laws.
A transaction qualifies as an inter-state sale, where the
sale entails movement of goods from one State to
another. Inter-state movement of goods is liable to
CST under the Central Sales Tax Act, 1956 ('the CST
Act') at the rate of 2 percent against statutory
declaration form ('Form C'), which can be issued by the
buyer for specified purposes, or at the VAT rate
applicable on local sale of goods in the dispatching
State (i.e. the State from which the movement of
goods commences pursuant to the sale). The EPC
contractor can issue Form 'C' for purchase of goods at
the concessional rate.
Further, it is pertinent to note that the CST borne on
account of inter-state procurements and paid in other
State will not be available as credit against any output
liability.
In the Union Budget 2008-09, the Government of India
had signaled its intention to introduce a nation wide
Goods and Service tax ('GST') with effect from April 1,
2010. Though GST has still not been introduced, the
Government introduced the Constitution Amendment
Bill in Parliament in March 2011 as a step towards the
roll-out of GST. GST would be in lieu of Excise duty,
VAT, Entry tax, CST and Service tax.
GST in India would be a dual GST with Center (CGST)
and State (SGST) levying GST at each transaction.
Inter-state transaction would attract Integrated GST
(IGST) which would be sum of CGST and SGST. Credit
of CGST, SGST and IGST would be available. No credit
of Central GST is likely to be available against State GST
and vice-versa.
16 Notification No. 17/2005-ST, dated 7 June 2005
17 Some states have increased the rate
Guidelines for Investment in Road Sector40
Repatriation of Investments and Profits Earned in India
Dividends are not allowed as deduction. Royalty/ fee for technical services/ interest are allowed as
deduction subject to transfer pricing norms
Notes:
a. Tax free for all shareholders but Indian company declaring the dividend is subject to Dividend Distribution
Tax (DDT) at 16.22% of the dividend declared.* the above rates are exclusive of surcharge and education cess.
Ministry of Commerce and Industry vide Press Note dated December 16, 2009 has permitted payments for
royalty, lumpsum fee for transfer of technology, payments for use of trademark/brand name under automatic
route.
• Royalties and Technical Know-how Fees:
• Dividends:
Indian
companies that enter into Technology Transfer
Agreements with foreign companies are
permitted to remit payments towards know-how
and royalty under the terms of the foreign
col laborat ion agreement without any
restrictions.
Dividends are freely repatriable after
the payment of Dividend Distribution Tax by the
Indian company declaring the dividend. No
permission of RBI is necessary for effecting
remittance, subject to specified compliances.
Payment of interest borrowed from
overseas would be governed by the regulation
regarding external commercial borrowings.
A maximum of 25% of equity
share capital permitted to be repurchased in a
financial year. Buyback is possible only from free
• Interest:
• Buyback of shares:
Rates of
taxation
Type of Income streams
Interest Dividend Royalty Technical Fees
Domestic law (a)
NIL
Best treaty
rate 5%
Domestic law
20%*
Domestic law
10%*
Domestic law
10%*
Best treaty
rate 10%
Best treaty
rate 10%
Best treaty
rate Nil
Guidelines for Investment in Road Sector 41
reserves, share premium and proceeds from fresh
issue of shares. Post repurchase, debt owed by
company should not to exceed 2 times of (capital
+ free reserves). There will be no tax implication
in the hands of Indian company. However, since
buy back is considered as transfer of shares
(capital asset), therefore, shareholder will be
liable to capital gain tax. No DDT to be paid by
Indian company/ shareholders.
Foreign
capital invested in India is generally repatriable,
along with capital appreciation, if any, after the
payment of taxes due on them, provided the
investment was on repatriation basis. Preference
shares are similar to equity shares carrying
preferential right towards payment of dividend.
However, foreign investment in redeemable
preference shares is considered to be foreign
borrowings. Profits on redemption of preference
shares taxed are to be taxed as capital gains. This
may not be applicable for non-resident investors
as preference shares can be redeemed only at
par. DDT @ 16.22% would be payable on coupon
• Redemption of preference shares:
Repatriation of capital
Redemption of
preference shareLiquidation of companyBuy back of shares Capital Reduction
on preference shares.
The company law provision
provides for a detailed procedure wherein the
capital of company can be reduced and money
can be repa t r i a ted back . A spec ia l
permission/resolution is to be passed at general
meeting of shareholders authorising capital
reduction process. Thereafter, a capital reduction
process has to go through a court process which
would could involve obtaining creditors
approval, no objection certificate from all
creditors etc. Cash paid to the extent of
accumulated profits (including capitalised
profits) would be liable to DDT @16.22% in the
hands of Indian company.
Cash can be repatriated
by way of liquidation of Indian company. Both
the shareholders can exit out of the project
simultaneously and get entire funds back.
Liquidation is complicated and time consuming.
• Capital reduction:
• Liquidation of company:
Guidelines for Investment in Road Sector42
Administrative Framework
The road sector in India is a concurrent subject. The
jurisdiction of Central Government is limited to
National Highways, while the jurisdiction of State
Governments is across State Highways, Major District
Roads, Village Roads and Other Roads. At the Central
Level, the overall policy, programme development and
planning is done by the Planning Commission in
consultation with the Ministry of Road Transport and
Highways (MoRTH) and Ministry of Rural
Development (MoRD).
At the State Level, the overall policy and programme
development and resource planning is done by the
State Planning Cell in consultation with Central
Planning Commission and State Ministry in charge of
Roads.
Administrative Framework by Category of Roads
Road Network Coordinating Agency Connectivity To
Expressways
National Highways
Ministry of Road Transport and
Highways (MoRTH), National Highway
Authority of India (NHAI) and State Road
Development Corporations
MoRTH, NHAI, BRO
(Border Roads Organisation)
State capitals and tier 1 cities
Union capital, state capitals, major ports,
strategic locations
State Highways
Major District Roads
State Public Works Departments ( PWDs)
State PWDs
State capitals, district centres, important
towns, national highways, other states
State Capitals, district centres,
important towns, national highways
Production centres, markets, highways,
railway stations etcRural and Other Roads Ministry of Rural Development (MoRD)
Projects like irrigation, power, mines, etc Project Roads State PWDs/Project Organisations
Intra city networkingUrban Roads Municipal Corporations
Villages, district roads, highways,
railway stations, riversides etc Village Roads Zilla Parishads/State Governments
Guidelines for Investment in Road Sector 43
Guidelines for Investment in Road Sector44
Administrative Framework for Roads
MoRTH
(allocation of funds for the development and maintenance of highways)
MoRD (allocation of funds for the development
and maintenance of rural roads)
Road Development Corporations (Construction, Maintenance and
Operation of Roads)
NHAI (NHDP implementation,
operations and maintenance)
Department of Road Transport & Highways
Institutional Advisory Framework
Facilitated by
Committee on Infrastructure
Planning Commission
Finance Ministry/PPP Cell Central Level
Secretary Panchayat Raj
Rural Redevelopment
& Panchayat Raj
(Rural Roads)
State PWD
State Highways
MDRs,ODRs, Village
Roads
State PWD
(NH-Wing)
State Level
Planning, Policy and Budgeting
About NHAI
The National Highways Authority of India (
constituted by an act of Parliament, the National
Highways Authority of India Act, 1988. The Authority
was operationalised in February 1995.
NHAI is the nodal agency responsible for the
development, maintenance and management of
National Highways entrusted to it and for matters
connected or incidental thereto. The more than USD
60 billion National Highways Development Project
(NHDP) has been 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 power 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
NHAI) was
•
•
•
•
• Situation where Central Government will have
powers to override NHAI and its officials
Besides implementation of the NHDP, NHAI is also
concerned with implementation of road safety
measures and environmental management and IT
initiatives in construction, maintenance and operation
of National Highways.
For projects related information kindly contact :
Chief General Manager (FA)
Phone : + 91(11)-25074100 & 25074200, Extn : 1330
Guidelines for Investment in Road Sector 45
Guidelines for Investment in Road Sector46
Organisation Structure of NHAI is set out below:
NHAI
Technical Finance Administration
Project Management
Corridor Management
NH
AI
CO
RP
OR
AT
E
OF
FIC
E
NH
AI
FIE
LD
OF
FIC
ES
The administrative framework at the Head Office is set out below
Chairman
Corridor Management Unit (CMU)
Project Implementation Unit (PIU)
CGMs (Technical)CGM (PQ) CGM (S R&D)
CGM (Safety)
CGM (HR &
Admn)
CGM (LA)
CGM (IT)
CGM (CM)
CGM (Legal)
CGM (Finance)
Member Administration
Member
Technical
Member
Projects Member Finance
Member
PPP
Central Vigilance Officer
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. National Highways Fee (Determination of Rates and Collection) Rules, 2008
9. National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2010
10. National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2011
11. National Highways Fee (Determination of Rates and Collection) Second Amendment Rules, 2011
12. Motor Vehicles Act
13. NHAI Act, 1988
14. Environment Protection Act
15. Manual and Specification for 6-laning
16. Manual and Specification for 4-laning
17. Manual and Specification for 2-laning
18. Road Transport Policy
19. Reserve Bank of India Policy
Annexure
Guidelines for Investment in Road Sector 47
Useful Addresses
Registrar of Companies
Department of Company Affairs
Ministry of Finance
'B' Block, IInd Floor, Paryavaran Bhawan
C.G.O. Complex, New Delhi-110 003, India
www.dca.nic.in
Border Roads Organisation
Seema Sadak Bhawan
Ring Road Naraina
Delhi Cantt 110010
www.bro.nic.in
Central Institute of Road Transport
Bhosari, Pune - 411026, India
www.cirtindia.com
National Portal of India
www.india.gov.in/
Directory of Indian Government Websites
www.goidirectory.nic.in/
Press Information Bureau (PIB)
www.pib.nic.in/
National Highways Authority of India
G 5&6, Sector-10, Dwarka,
New Delhi - 110 075
Phone: 91-011-25074100 & 25074200
Fax : 91-011-25093507, 25093514
www.nhai.org
Ministry of Finance, Government of India /
Department of Economic Affairs
North Block, New Delhi
www.finmin.in
Ministry of Road Transport and Highways
Transport Bhavan
1, Parliament Street
New Delhi 110 001
www.morth.nic.in
Department of Industrial Policy and Promotion
Joint Secretary
Secretariat for Industrial Assistance (SIA)
Ministry of Commerce & Industry
Udyog Bhavan, New Delhi-110 011, India
www.dipp.nic.in
Reserve Bank of India (RBI)
Foreign Investment Division,
Shaheed Bhagat Singh Road,
Mumbai-400 001, India
www.rbi.org.in
Foreign Investment Promotion Board
Ministry of Finance
Government of India
North Block, Lok Nayak Bhavan,
New Delhi
Not just roads... building a NATION
http://www.nhai.org