In a bid to attract private investment into highway construction, the government has revamped the concession terms for Build Operate Transfer (BOT) projects.
These revisions, aimed at facilitating Pure-play Public-private Partnership (PPP) ventures, include liberal construction support, provisions for borrowing from non-bank lenders, and augmented compensation for revenue shortfalls, all outlined in the revised Model Concession Agreement (MCA). The move comes amidst a stagnant phase in the BOT model, where private developers finance highway construction and collect user fees over 20 years. With dwindling interest from the private sector, the National Highways Authority of India (NHAI) has turned to budgetary allocations and borrowings to sustain road development initiatives. The revised MCA seeks to delineate breach-of-contract scenarios and the corresponding compensation payable to concessionaires, thus providing clarity and assurance to stakeholders.
Historically, the Hybrid Annuity Model (HAM), where the government contributes 40% of construction costs, gained prominence due to its popularity among investors. However, in the revamped BOT framework, provisions for equity and construction support have been significantly expanded. While previously limited to 10% equity support, the revised terms now allow for up to 40% financing, albeit capped at 50% of the total project equity. Moreover, adjustments in the MCA have reduced the performance guarantee requirement from 5% to 3% of the Estimated Project Cost, offering relief to concessionaires. Non-Banking Finance Companies (NBFCs) have been included among senior lenders, broadening the financing landscape for BOT projects and enabling specialised infrastructure-focused lenders to participate in project funding.
Additionally, the revised MCA addresses scenarios where toll revenue loss occurs due to competing highways, allowing concessionaires to seek extension of the concession period, albeit up to a certain limit. The agreement also introduces provisions for project buy-back by the authority in cases of traffic surpassing capacity for consecutive years and permits refinancing of debt by concessionaires, fostering financial flexibility and viability in highway development projects. Overall, these revisions signal the Government’s commitment to revitalising PPP initiatives in infrastructure development, particularly in the crucial domain of highway construction, thereby fostering sustainable economic growth and enhanced connectivity across the nation.
