NHAI Fails To Attract Bidders For Rs 188.85 Billion BOT Projects

30 Mar 2026 CW Team

The build-operate-transfer model permits private developers to finance, construct and operate highways and to recover investment through toll collection over a fixed concession period, but it requires substantial upfront capital. The model lost favour after several projects encountered delays, cost overruns and financial stress, prompting a shift towards engineering, procurement and construction and hybrid annuity models in which the government assumes a greater share of risk. Market participants indicated that the balance of risk and revenue visibility under BOT remains unattractive compared with models offering more assured returns.

Industry feedback pointed to persistent uncertainty around traffic projections and the ability to generate stable toll revenue as a chief deterrent to bidding. The high initial funding requirement under BOT arrangements compounds financing risks for developers and their lenders when long term demand trends are unclear. Moreover, past experiences of delays in land acquisition and environmental and statutory clearances have reinforced caution among private investors and financing institutions.

The government had earlier signalled intent by announcing a large pipeline of highway projects worth over Rs 2.1 trillion (tn) to reduce fiscal burden and share risks with the private sector. The lack of bids for this bundle indicates that confidence has not fully returned to concessionaire models and that further adjustments in project design, risk allocation and financial terms may be necessary. Developers appear to prefer structures that limit exposure to traffic risk or provide greater revenue certainty before committing capital.

The National Highways Authority of India (NHAI) has reported that it did not receive any bids for a bundle of highway projects spanning about 912 km, with an estimated cost of Rs 188.85 billion (bn). The projects were offered under the build-operate-transfer (BOT) model that the government has sought to revive to boost private sector participation in road development. The absence of responses from bidders highlights market reluctance to re-engage with concessionaire-led structures after a prolonged period of limited activity. The build-operate-transfer model permits private developers to finance, construct and operate highways and to recover investment through toll collection over a fixed concession period, but it requires substantial upfront capital. The model lost favour after several projects encountered delays, cost overruns and financial stress, prompting a shift towards engineering, procurement and construction and hybrid annuity models in which the government assumes a greater share of risk. Market participants indicated that the balance of risk and revenue visibility under BOT remains unattractive compared with models offering more assured returns. Industry feedback pointed to persistent uncertainty around traffic projections and the ability to generate stable toll revenue as a chief deterrent to bidding. The high initial funding requirement under BOT arrangements compounds financing risks for developers and their lenders when long term demand trends are unclear. Moreover, past experiences of delays in land acquisition and environmental and statutory clearances have reinforced caution among private investors and financing institutions. The government had earlier signalled intent by announcing a large pipeline of highway projects worth over Rs 2.1 trillion (tn) to reduce fiscal burden and share risks with the private sector. The lack of bids for this bundle indicates that confidence has not fully returned to concessionaire models and that further adjustments in project design, risk allocation and financial terms may be necessary. Developers appear to prefer structures that limit exposure to traffic risk or provide greater revenue certainty before committing capital.

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