The Bharatmala Pariyojana stands as one of the most comprehensive highway development programmes in the modern history of global infrastructure. Launched in 2017 by India's Ministry of Road Transport and Highways (MoRTH), this flagship initiative aimed to rewrite the country's economic geography by constructing a vast network of national highways, economic corridors, and expressways. However, as we navigate through 2026, the transition from Bharatmala Phase 1 to the highly anticipated Bharatmala Phase 2 has met with both grand strategic revisions and complex, systemic delays. For observers in the UK and international transport consultants, India's highway program offers a masterclass in infrastructure scaling, highlighting the fine balance between political ambition and financial, legal, and environmental realities on the ground.
To understand the current status of Bharatmala Phase 2 in 2026, one must first recognize the structural shift that has occurred within Indian highway planning. The National Highways Authority of India (NHAI), under the guidance of MoRTH Minister Nitin Gadkari, has recently repositioned the Bharatmala programme. Many of the corridors originally planned under Phase 2 are now being restructured and absorbed into a new, comprehensive 20-year national highway master plan, aligned with the PM Gati Shakti National Master Plan and India's Vision 2047. This change represents a major policy pivot, aimed at resolving the massive cost overruns, land acquisition hurdles, and funding bottlenecks that characterized the later stages of Bharatmala Phase 1.
For readers who wish to understand the wider context of how these national highway networks integrate with local and regional toll structures across the country, our detailed National Highways & Expressways Toll Guide 2026 provides essential insights. In this article, we will examine what was originally planned for Bharatmala Phase 2, the core reasons behind the current delays, how the project is being restructured in 2026 under the Gati Shakti framework, and what this means for India's long-term logistics efficiency and global trade connectivity.
The Original Vision of Bharatmala Phase 2
When Bharatmala Phase 2 was first conceived, it was designed as an ambitious expansion of the first phase, targeting the development of approximately 48,000 kilometres of new roads, economic corridors, and expressways. The primary objective of Phase 2 was to bridge the remaining gaps in the national highway network, with a particular focus on improving inter-state connectivity, constructing bypasses and ring roads around major urban areas, and establishing multi-modal logistics parks (MMLPs). By decongesting key cities and improving the speed of cargo movement, Phase 2 was envisioned as a major catalyst for reducing India's high logistics costs, which historically hovered around 13-14% of GDP, compared to the global benchmark of 8-9%.
A central pillar of the Phase 2 plan was the construction of high-speed, access-controlled greenfield expressways. These expressways are built along entirely new alignments, bypassing existing towns to ensure maximum speeds, minimal curves, and high fuel efficiency for commercial cargo vehicles. Some of the most notable projects originally proposed under Phase 2 included the Bengaluru-Pune Greenfield Expressway, the Pune-Nashik Expressway, and the Gorakhpur-Siliguri Corridor, which together aimed to connect key manufacturing hubs with agricultural hinterlands and deep-water ports. For a detailed look at how these massive highway links tie in with regional economic corridors, you can refer to our feature on the Delhi-Mumbai Expressway.
Additionally, Phase 2 placed a heavy emphasis on multi-modal integration. NHAI and the National Highways Logistics Management Limited (NHLML) planned to develop 35 world-class multi-modal logistics parks across the country under a Public-Private Partnership (PPP) model. These parks were designed to integrate rail, road, and inland waterway networks, allowing for the seamless transfer and storage of containerized goods. This multi-modal vision is critical for supporting the rapid growth of India's manufacturing sector and enhancing its competitiveness in international markets, aligning with the country's broader goal of becoming a global manufacturing powerhouse.
Why Bharatmala Phase 2 Faced Major Delays
Despite the grand vision, the rollout of Bharatmala Phase 2 has faced significant headwinds, leading to substantial delays. The primary roadblock has been the skyrocketing cost of land acquisition. Under the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act of 2013, land acquisition costs in India have escalated dramatically, often representing 30% to 40% of the total project cost. In urban and semi-urban areas, NHAI has had to pay up to four times the market value of the land to secure the necessary right-of-way, leading to severe financial strain and prolonged legal disputes with local landowners.
Another major factor contributing to the delay is the massive cost overruns associated with Phase 1. Originally budgeted at ₹5.35 lakh crore, the estimated cost of Bharatmala Phase 1 ballooned to over ₹10.6 lakh crore due to inflation, design revisions, and the high cost of land. This huge financial deficit forced the government to pause and re-evaluate its funding mechanisms. The Cabinet Committee on Economic Affairs (CCEA) and the Ministry of Finance raised concerns about NHAI's rising debt levels, leading to a temporary slowdown in the approval of new Phase 2 projects as the government sought to establish a more sustainable funding model.
Environmental and regulatory approvals have also caused significant delays. Many of the proposed greenfield routes pass through ecologically sensitive areas, including reserve forests, wildlife sanctuaries, and agricultural fertile lands. Obtaining clearances from the Ministry of Environment, Forest and Climate Change (MoEFCC) has been a rigorous and time-consuming process. In several instances, local communities and environmental groups have filed petitions in the National Green Tribunal (NGT) and the Supreme Court, seeking revisions to the proposed alignments to protect local biodiversity, resulting in prolonged suspensions of construction activities on key corridors.
The 2026 Pivot: Restructuring Under Gati Shakti and Vision 2047
In response to these persistent challenges, the Indian Government executed a major strategic pivot. By 2026, the Bharatmala Pariyojana has been formally discontinued as an independent, standalone programme. Instead, the unfinished projects of Phase 1 and the planned corridors of Phase 2 have been restructured and absorbed into the PM Gati Shakti National Master Plan. This master plan utilizes a highly advanced, GIS-based digital platform developed by the Ministry of Electronics and Information Technology, integrating spatial planning data from over 30 different central ministries and state governments to ensure coordinated infrastructure development.
Under the Gati Shakti framework, the prioritization of road projects has been completely re-aligned. Instead of focusing solely on road length, NHAI is now prioritizing corridors that directly connect to economic zones, industrial clusters, defence corridors, and major ports. This ensures that every rupee spent on highway construction delivers maximum economic returns. To see how this coordinated planning is also transforming the railway sector, particularly in terms of cargo transport, you can read our comprehensive guide on India's Dedicated Freight Corridors, which details how rail and road logistics are being synchronized in 2026.
This pivot also aligns with India's long-term Vision 2047 master plan, which aims to develop a fully integrated, high-capacity transport grid by the centenary of the country's independence. Under this master plan, the focus is shifting towards the construction of 8-lane expressways, smart highways equipped with Intelligent Transportation Systems (ITS), and corridors optimized for electric and green-hydrogen-powered commercial vehicles. This forward-looking approach ensures that the infrastructure being built today remains relevant and sustainable for decades to come, positioning India at the forefront of global transport innovation.
Current Construction Status of Key Corridors in 2026
Despite the delays and restructuring, several major corridors originally planned under Bharatmala are making steady progress in 2026. Under Bharatmala Phase 1, approximately 22,500 kilometres of highways have been successfully completed by March 2026, representing a monumental achievement in civil engineering. Work on key remaining sections is being accelerated through fast-track land acquisition and the deployment of advanced precast construction technology. The focus has narrowed to finishing high-priority corridors that offer immediate relief to critical trade routes.
The Bengaluru-Pune Greenfield Expressway, a major corridor originally planned under Phase 2, is currently undergoing detailed alignment revisions. NHAI is working closely with the state governments of Karnataka and Maharashtra to resolve land disputes and secure the necessary clearances, with construction on the first package expected to commence by late 2026. Meanwhile, the Gorakhpur-Siliguri Expressway, which will connect Uttar Pradesh with West Bengal, has successfully cleared its initial environmental reviews and is currently in the bidding stage, promising to dramatically improve connectivity in North-East India.
Additionally, the construction of Multi-Modal Logistics Parks is gaining momentum. In 2026, the country's first MMLP at Jogighopa in Assam is fully operational, while work is progressing rapidly on major parks in Chennai, Bengaluru, and Nagpur. These parks are being developed in close coordination with Indian Railways and local port authorities, ensuring that goods can transition seamlessly between different modes of transport, thereby reducing transit times and lowering logistics costs for international and domestic trade alike.
Key Comparison Tables
To understand the shifting landscapes and metrics of India's national highway development, the tables below outline key differences between the Bharatmala phases and compare planned vs restructured projects in 2026.
Table 1: Comparison of Bharatmala Phase 1 and Phase 2 Specifications
| Metric / Feature | Bharatmala Phase 1 | Bharatmala Phase 2 (Restructured in 2026) |
|---|---|---|
| Target Length | 34,800 Kilometres | ~48,000 Kilometres (absorbed into Gati Shakti / Vision 2047) |
| Primary Focus | National Corridors, Border Roads, Port Connectivity | Greenfield Expressways, Ring Roads, Multi-Modal Parks |
| Original Budget | ₹5.35 Lakh Crore | ₹8.26 Lakh Crore (estimated) |
| Revised 2026 Cost | ₹10.63 Lakh Crore (due to land & material inflation) | Integrated into annual union budgets under PM Gati Shakti |
| Implementation Status | ~22,500 km completed as of March 2026; remaining by 2027 | Bidding and design stage; actively aligned with GIS Gati Shakti |
| Funding Source | Government CapEx, NHAI Debt, Toll Monetisation | InvITs, TOT model, Private PPP, Pension Funds |
Table 2: Status of Key Planned vs Delayed Corridors (as of 2026)
| Proposed Corridor Name | Length & Target Region | Original Plan Status | Current 2026 Restructured Status |
|---|---|---|---|
| Bengaluru-Pune Expressway | 700 km (Karnataka/Maharashtra) | Phase 2 Greenfield Expressway | Alignment revised to avoid forest areas; land acquisition in progress |
| Gorakhpur-Siliguri Expressway | 519 km (UP, Bihar, West Bengal) | Phase 2 Economic Corridor | Detailed Project Report (DPR) approved; bidding active in 2026 |
| Varanasi-Ranchi-Kolkata | 610 km (UP, Jharkhand, WB) | Phase 1 Greenfield Corridor | Under active construction; 65% work completed by mid-2026 |
| Delhi-Dehradun Expressway | 210 km (Delhi, UP, Uttarakhand) | Phase 1 Greenfield Link | Completed and fully operational (opened early 2026) |
| Pune Ring Road | 128 km (Maharashtra) | Phase 2 Bypass Project | Jointly executed by MSRDC & NHAI; land 80% acquired in 2026 |
You May Also Like
If you are keen to explore more about India's sweeping transport revolutions, take a look at these curated guides on our blog:
- National Highways & Expressways in India: Complete Toll and Route Guide 2026
- Delhi–Mumbai Expressway: Route, Travel Times & Engineering Overview
- India's Dedicated Freight Corridors: Revolutionising National Logistics
Frequently Asked Questions (FAQs)
Q1: What is the Bharatmala Pariyojana and how has it changed in 2026?
The Bharatmala Pariyojana was launched in 2017 as a mega-national highway development programme. In 2026, the programme has been formally discontinued as a standalone scheme. Its remaining Phase 1 projects and planned Phase 2 corridors have been integrated into the broader PM Gati Shakti National Master Plan and India's Vision 2047. This change ensures better coordination between roads, railways, and ports, and addresses the funding and land acquisition challenges of the original scheme.
Q2: Why are projects under Bharatmala Phase 2 delayed?
The delays are primarily driven by three main factors: skyrocketing land acquisition costs (which can represent up to 40% of a project's total cost), massive funding deficits resulting from cost overruns in Phase 1, and prolonged regulatory and environmental approvals. Many proposed greenfield alignments pass through ecologically sensitive areas or fertile agricultural lands, requiring detailed environmental impact studies and legal clearances before construction can begin.
Q3: What is the PM Gati Shakti Master Plan and how does it help?
PM Gati Shakti is a GIS-based digital platform that integrates the planning of infrastructure projects across 30 different central ministries and state governments. By using real-time spatial data, planners can coordinate the alignments of roads, railways, water pipelines, and telecom cables simultaneously. This prevents the frequent digging up of newly built roads, reduces project approval times, and ensures that new highways directly connect to vital economic zones and industrial hubs.
Q4: How many kilometres have been completed under the Bharatmala programme?
Under the first phase of the Bharatmala Pariyojana, over 22,500 kilometres of highways and expressways have been completed as of March 2026. This represents a substantial portion of the original 34,800-kilometre target. The remaining stretches of Phase 1 are actively under construction and are scheduled to be completed by late 2027, utilizing accelerated execution methods and advanced civil engineering technologies.
Q5: How is the government funding these massive highway projects in 2026?
To reduce direct debt and national budgetary burdens, the Indian Government is leveraging private capital through models like Toll-Operate-Transfer (TOT) and Infrastructure Investment Trusts (InvITs). Under the InvIT model, operational, toll-paying highways are bundled and offered to domestic and international investors. The capital raised from these listings is directly channeled into the construction of new greenfield expressways, creating a self-sustaining funding mechanism.
Q6: What is a greenfield expressway and why is it preferred?
A greenfield expressway is a high-speed, access-controlled highway built along a completely new route, bypassing existing cities, towns, and local roads. This is preferred over upgrading existing highways (brownfield projects) because it minimizes displacement in heavily populated areas, allows for straighter and safer alignments, reduces travel times, and provides a highly fuel-efficient corridor for long-distance commercial freight transit.
Q7: When will the Bengaluru-Pune Greenfield Expressway be completed?
The Bengaluru-Pune Greenfield Expressway, one of the premier corridors of the restructured Phase 2, is currently in the advanced alignment revision and land acquisition stage. NHAI is resolving forest clearance and land disputes with state authorities. Construction on the initial packages is expected to commence by late 2026, with the entire corridor projected to be completed and fully operational by late 2029.