Over the years, the Indian road sector has evolved significantly. Alongside its traditional focus on development, it now prioritises connectivity, safety, quality and sustainability. A policy push from the government has also helped create a level playing field. In an interaction with Alok Brara, Publisher, Indian Infrastructure, at the India Infrastructure Forum 2025, Nitin Jairam Gadkari, Union Minister of Road Transport and Highways, discussed the sector’s achievements, key upcoming mobility segments, uptake of alternative fuels, and the ministry’s top priorities. Edited excerpts…
What have been the road sector’s biggest achievements over the past 10 years?
To realise our honourable prime minister’s vision of Aatmanirbhar Bharat – a self-reliant India with a 5 trillion dollar economy, positioned as the third largest economic power – we must prioritise infrastructure development. Sectors such as water, transport, power and communication remain crucial. Without robust infrastructure, we cannot attract capital investment, which, in turn, restricts trade, development and employment creation. For instance, the Dwarka Expressway in Delhi has proven to be a game-changer. This development has attracted investments worth around Rs 10 lakh crore. Moreover, the surrounding areas now have townships. This one road project is likely to contribute to a stronger economy.
Tunnel works worth Rs 1 lakh crore are currently under way, alongside greenfield highway projects and road connectivity projects to religious centres. These locations include Badrinath, Kedarnath, Gangotri and Yamunotri. To this end, religious tourism projects worth Rs 1 lakh crore are in the pipeline.
In my capacity as transport minister, logistics costs represent a key focus area. At present, India’s
logistics costs are approximately 16 per cent of GDP, compared to 8 per cent in China and 12 per cent in European countries. Within two years, our logistics costs are expected to decrease to 9 per cent. This 6 per cent reduction will enhance Indian exports and employment. Ultimately, the objective is to establish India as a “Vishwaguru”.
Within three months, the travel time between Delhi and Jaipur will be reduced to just two hours; Delhi to Amritsar four hours; Delhi to Katra six hours; and Delhi to Srinagar and Delhi to Manali eight hours each. Similarly, the travel time between Delhi and Dehradun will soon be two hours, as will travel between Chennai and Bengaluru. Notably, the Mysore-Bengaluru road journey has been reduced to one hour, while the Meerut-Delhi commute, previously four hours, now takes just 45 minutes. The ongoing development of 27 greenfield expressways is also a significant initiative, further catalysing growth and employment.
“Ultimately, the objective is to establish India as a Vishwaguru.”
Which achievements are you most satisfied with?
Since the very beginning, I carried with me a vision that originated from my childhood experiences with cycle rickshaws. I had long contemplated how we might improve this challenging situation.
From a humanitarian perspective, the traditional system – where an impoverished individual physically pulled passengers – represented an unfortunate societal arrangement. Upon taking this office, I convened IIT specialists and technical experts to develop special laws for mechanised e-rickshaws.
Previously, approximately 150 lakh individuals derived their livelihood from rickshaw pulling. Fast forward to today, they operate e-rickshaws. This is a revolutionary social change. The successful implementation of mechanised e-rickshaws stands as one of my most significant accomplishments, delivering tangible benefits. This outcome provides immense personal satisfaction, knowing we have improved working conditions for so many individuals.
“Quality standards, adherence to construction timelines and fast decision-making remain non-negotiable. Technical expertise, relevant experience and guidance from field specialists are critical success factors for developing superior roads.”
Which are some of your favourite upcoming projects?
Work is currently under way to develop advanced mass rapid transit systems powered by electricity, which is a key focus area. Another project in the same direction is flash-charging buses. These vehicles have a passenger capacity of 135 individuals, and will be air-conditioned and equipped with facilities such as televisions. Most importantly, at 40 km intervals, flash-charging stations will be installed. The technology for this will be provided by Hitachi and Siemens, which have already started producing rolling stock. These electric buses will be economically viable, with ticket prices approximately 30 per cent lower than those of diesel-powered buses.
Simultaneously, efforts are under way to develop cable cars and funicular railway systems. Multi-modal stations are underway in Katra and Tirupati, alongside numerous logistics parks. A double-decker bus will be rolled out for a route between Dholakpur and Manesar. These developments reflect the ministry’s forward-thinking approach.
The Rs 15,000 crore Bengaluru ring road project is another key project. Similarly, Hyderabad is now benefiting from a Rs 30,000 crore ring road project. Concurrent to rapid development, there is now a need for innovative solutions to address traffic congestion and air pollution. For this, the ministry is implementing several measures. In response to increasing private vehicle ownership, the development of comfortable, efficient and accessible public transportation systems is a national priority.
“It is an opportune time for Indian investors to form joint ventures to manufacture components and technology solutions for upcoming mobility segments. There is substantial growth potential in this space.”
Bureaucratic delays and industry capacity constraints have typically posed challenges. How have you addressed these?
Something I go by is, “If there is a will, there is a way.” In the absence of will, initiatives devolve into merely procedural exercises such as surveys, discussions, seminars, committees, subcommittees and research groups without substantive outcomes. The need of the hour is unwavering commitment, transparency, fast decision-making and collaborative teamwork.
Road quality is key. Contractors must maintain vigilance regarding quality standards. Simultaneously, we must implement measures to reduce construction costs through innovative solutions. For instance, we have successfully utilised 80 lakh tonnes of municipal waste in road construction projects.
Of late, the build, operate, transfer (BOT) (toll) model is making a comeback. Construction quality under engineering, procurement and construction contracts is relatively suboptimal compared to BOT projects. This disparity stems from the limited five-year defect liability period. When contractors are responsible for 15-year maintenance, they show greater diligence.
Additionally, an equilibrium needs to be maintained. Relaxations in bidding criteria have resulted in a concerning trend, where contractors submit bids that are 40-50 per cent below estimated costs. In response to this, the ministry has imposed additional bank guarantees and established stringent prerequisites. Appointment dates will not be issued without prior acquisition of 90 per cent of land and obtaining of all necessary forest and environmental clearances.
We are implementing another corrective policy action. The lowest bidder will no longer serve as our primary selection criteria. Many companies are being blacklisted, and we are taking decisive action against both contractors and DPR consultants that fail to meet ministry standards. Addressing DPR deficiencies is an urgent priority. Hence, relevant policy revisions have been made to create a win-win situation for all stakeholders.
The ownership of roads has now gone to specialised platforms. Has this led to more attention to road safety?
Success correlates directly with an investor’s commitment to road safety and quality standards. Quality standards, adherence to construction timelines and fast decision-making remain non-negotiable under all circumstances. Technical expertise, relevant experience and guidance from field specialists are critical success factors for developing superior roads.
What has been the progress in cable car projects? Are you satisfied with the quality of players that have come in?
One tender is live in Kedarnath, with the awarding process likely to commence soon. In Uttarakhand, two major ropeway projects are underway. The 12.4 km Govindghat-Hem kund Sahib ropeway, with an investment of Rs 2,730 crore, will cut travel time from three days to just three hours. Similarly, the 12.9 km Sonprayag-Kedarnath ropeway, costing Rs 4,081 crore, will reduce the journey from nine hours to just 36 minutes.
India currently lacks domestic expertise for ropeways, cable cars and funicular rail ways, with technological leadership concentrated among European companies. It is an opportune time for Indian investors to form joint ventures to manufacture components and technology solutions for upcoming mobility segments. There is substantial growth potential in this space. For instance, the Badrinath ropeway project alone has generated an annual revenue of around Rs 5,000 crore.
You have actively promoted electric vehicles (EVs) and CBG. Are you satisfied with the response in the space?
Promoting alternative fuels and biofuels in the transport sector is a key focus area. I came to this event in an Innova HyCross, which runs fully on ethanol and is equipped with a flex-fuel engine. The average cost of fuel for this car is around Rs 25 per litre. The battery pack al lows it to run in EV mode as well. I also have a hydrogen-powered car, underscoring the importance of promoting hydrogen fuel cells, given India’s significant import dependence on fossil fuel, which costs us around Rs 22 lakh crore.
My dream is to see farmers diversify their business activities beyond traditional agriculture into the energy and power sectors. Today, we are producing ethanol from various sources, such as corn, bamboo, rice straw, molasses, sugar and food grains. This is financially helpful for the farmers. I am also confident about the future of EVs, given the falling cost of lithium-ion batteries, which has fallen from $150 per kWh to less than $115 per kWh. Going forward, it is expected to come down further to $100 per kWh, helping achieve cost parity between petrol, diesel and electric cars.
If we compare fuel costs, for EVs, they are only 10 per cent of fossil fuel-based cars – and there is no pollution. Flex-fuel engine cars are also entering the market. Electric buses are gaining popularity across cities, and electric trucks are now being launched as well. To support this transition, EV charging infrastructure is expanding, both within cities and along high ways. Notably, we are developing 670 roadside amenities along highways, each equipped with EV charging facilities.
Compressed biogas (CBG) is an economically viable industry. Punjab and Haryana produce a significant amount of agricultural waste, which is unfortunately being burnt. Notably, 5 tonnes of rice straw can produce 1 tonne of bio CNG, with lignin as a valuable by-product. This presents a significant opportunity to replace diesel-powered tractors and buses with com pressed natural gas (CNG)-based vehicles.
At present, India is an importer of energy, but within five to six years, we aim to become an exporter of energy.
What are your ministry’s top priorities? What are some of the unaddressed challenges? How can these be resolved?
Innovation, entrepreneurship, science, technology, research, skill development and successful practices constitute knowledge, and the conversion of knowledge into wealth shapes our future direction. To this end, we have implemented a policy mandating 100 per cent precast components. Additionally, we are introducing new technology for road construction, precast techniques and innovative bridge construction methods.
Parallel to this, we must maintain a delicate balance among ethics, economy, ecology and the environment. Currently, we utilise fossil fuels extensively; we must now decisively transition to alternative fuels and biofuels. To this end, we have implemented 20 per cent ethanol blending in petrol. Further, isobutanol and CNG should be used in construction equipment. This solution offers significant cost advantages.
The policy framework must prioritise import substitution, cost effectiveness, pollution reduction and indigenous production. Flex engines compatible with ethanol, hydrogen power and electric alternatives must be promoted while actively discouraging diesel use.
Bio-bitumen is now being derived from rice straw. The lignin by-product from this process is added to petroleum bitumen. A successful pilot on the Nagpur-Jabalpur National Highway has demonstrated the viability of this innovation. This project utilised 10 per cent of bio-bitumen. Bamboo crash barriers have also been successfully implemented.
With regard to development in the North east region, around Rs 3 lakh crore is ear marked for investment. Of this, projects worth around Rs 70,000 crore-Rs 80,000 crore have been completed. One project in Silchar, Assam, has already been sanc tioned for Rs 25,000 crore. A tunnel worth Rs 12,000 crore is under way over the Brahmaputra river. The Guwahati ring road, another key project, is also planned, as is the Kaziranga elevated road, estimated to cost Rs 16,000 crore. Roads have improved across states such as Manipur, Tripura, Nagaland and Mizoram. Within a five-year timeframe, Northeast India will feature roads that meet international quality standards.
Going forward, substantial opportunities exist within the road sector. Financial resources are abundant and numerous projects await implementation. My dream is to complete projects worth Rs 5 lakh crore-Rs 6 lakh crore every year. The ministry plans to invest Rs 10 lakh crore to transform 25,000 30,000 km of two-lane highways into four lane highways.
