The government order, issued under GR No. MRD-3326/PR.No.63/NV-7 and signed by Joint Secretary Vijay Chaudhary, follows a decision taken at the Cabinet Infrastructure Committee meeting chaired by the Chief Minister on June 9, 2026. The project will be implemented by the Mumbai Metropolitan Region Development Authority (MMRDA) on a Build-Operate-Transfer (BOT) basis under a Public-Private Partnership model with Viability Gap Funding (VGF) support.

Why This Project Exists

The Western Express Highway (WEH) is the single most important north-south arterial road connecting Mumbai to Gujarat via National Highway 48. It handles three very different categories of traffic simultaneously — long-distance regional vehicles headed to Palghar, Vasai, Virar and beyond; cross-traffic moving toward Thane, Kalyan-Dombivli, Nashik and Panvel via the Mumbra Bypass; and purely local traffic within Bhayandar and its surrounding areas. These flows compete for the same road space, and the result is a highway that routinely operates beyond its designed capacity.

During peak hours, average speeds on the WEH near Bhayandar have dropped below 20 km per hour. Widening the highway is not a realistic option given the limited right-of-way available on either side. The government has therefore concluded that an alternative parallel corridor — one that can separate regional through-traffic from local movements — is the only sustainable solution.

The Mumbai North Coastal Road Project, which already terminates near Uttan Road Junction, feeds most of its traffic into Ghodbunder Junction, further concentrating pressure at this chokepoint. The proposed elevated bridge and tunnel project directly addresses this by creating a new connection between Bhayandar and Ghodbunder that bypasses the congested surface road network entirely.

What Is Being Built and Where

The project has two distinct physical components that together form a continuous 15.44 km corridor.

The first is a 9.58 km elevated creek bridge from Bhayandar to Fountain Hotel Junction, configured as a 3+3 lane structure — three lanes in each direction. This elevated section will cross the Bhayandar creek, one of the geographic barriers that has historically made east-west connectivity in this zone difficult and expensive to build.

The second component is a 5.86 km twin tunnel from Fountain Hotel Junction to Gaimukh — a 3+3 double-bore tunnel running underground through the stretch leading into Ghodbunder. This tunnel section allows the road to avoid the densely developed surface areas between Fountain Hotel Junction and Ghodbunder without requiring demolition of existing structures or displacement of large settled populations.

Together, the two components create a seamless elevated-then-underground corridor that will allow vehicles to travel between Bhayandar and Gaimukh — and by extension between the Western Express Highway and Ghodbunder Road — without touching a single surface junction in between.

The project will be built over five years. Private land required for construction is approximately 57.76 hectares, which MMRDA is directed to acquire under applicable land acquisition laws including the 2013 Central Land Acquisition Act and Transfer of Development Rights mechanisms where appropriate.

The Financial Structure

The total project completion cost is ₹17,036.03 crore, with an additional ₹713.94 crore for land acquisition and rehabilitation — bringing the total to ₹17,306 crore as sanctioned.

The base construction cost is ₹9,927 crore, which after applying price escalation of 4% over three years, engineering and design fees at 2%, tunnel royalty charges, GST at 18%, and labour welfare cess comes to ₹12,947 crore. Adding contingency, pre-operative costs, insurance, escalation during construction, interest during construction of ₹1,545 crore, and financing charges of ₹52 crore brings the total project cost to ₹17,036 crore.

The funding is structured across four sources. The central government will contribute ₹3,407.21 crore as VGF — 20% of the project cost. The state government will match this with another ₹3,407.21 crore as its VGF share — another 20%. The private concessionaire will raise debt of ₹6,814.41 crore — 40% — on its own account, with no state guarantee. The concessionaire’s equity contribution will be ₹3,407.21 crore — the remaining 20%. Land acquisition and rehabilitation costs of ₹713.94 crore are entirely MMRDA’s responsibility and sit outside the main project cost.

The project’s financial internal rate of return (FIRR) is assessed at 11.78% and the economic internal rate of return (EIRR) at 14.02% — indicating the project is viable both commercially and in terms of broader social and economic returns.

Dedicated access-controlled tolling will apply to the corridor under MMRDA Act provisions, and additional revenue will be generated through advertising and utility corridor charges — all of which will flow into the state’s Urban Transport Fund.

Who Benefits and How

For residents of Mira-Bhayandar, Vasai-Virar, and Palghar, the most immediate benefit is the creation of a fast, uninterrupted road link into Mumbai that does not depend on the surface WEH during peak hours. Today, a journey from Bhayandar to Ghodbunder Road — a distance of roughly 15 km — can easily take 45 minutes to over an hour in traffic. A dedicated elevated-plus-tunnel corridor with no surface junctions has the potential to reduce that to under 20 minutes.

For commuters who use Ghodbunder Road to access Thane, or who travel from the Western suburbs toward Nashik and Pune via Thane, the relief at Ghodbunder Junction itself will be significant. Much of the congestion at that junction today is caused by vehicles that have no real business being there — they are simply using it as a forced transit point because no better option exists. Once this corridor opens, regional through-traffic from the north will be able to bypass the surface network almost entirely.

For residents of areas along the Ghodbunder corridor — Hiranandani Estate, Majiwada, Pokhran Road, and the rapidly developing residential belts of Thane West — the downstream benefit is reduced pressure on Ghodbunder Road itself, which has been struggling with its own capacity issues as residential density along the corridor has grown sharply.

The project has also been granted in-principle approval for Transit-Oriented Development under the MRTP Act, 1966, which means the government is already thinking about how to leverage the corridor’s new accessibility to enable residential and commercial development along its influence zone — potentially creating a new real estate corridor connecting Bhayandar and Ghodbunder in the years after the project opens.

MMRDA has been directed to submit a time-bound implementation schedule within 15 days and to apply for Urban Challenge Fund support from the central government — though implementation is approved to proceed without waiting for that clearance.

Also Read: Maharashtra Clears ₹220 Cr for Affordable Housing Under PMAY (Urban)

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The two lines together span 17.09 km and will have 12 elevated stations — one on Line 1A and eleven on Line 2. Implementation will be carried out through Mumbai Metro Rail Corporation Limited (MMRCL), working from the Detailed Project Report (DPR) prepared by CIDCO. The existing Navi Mumbai Metro Line 1 (Belapur to Pendhar, 11 km), which has been operational since November 2023, will be integrated with the two new lines to create a seamless extended network.

Project Cost and Funding Structure

The ₹5,575 crore project completion cost includes base civil and systems cost of ₹3,809 crore, land acquisition of ₹408 crore, state taxes of ₹297.97 crore, central taxes of ₹337.07 crore, station property development of ₹24 crore, price escalation of ₹669 crore, and interest during construction of ₹438 crore.

The funding structure is split across multiple sources. The central and state governments will each contribute ₹713 crore as equity — 13.82% each. Both will also provide ₹318 crore each as interest-free subordinate debt to cover 50% of central taxes each, adding another 6.16% each. The largest share — ₹2,721 crore, or 52.74% — will come from bilateral and multilateral financial institutions as external debt. The Navi Mumbai International Airport Ltd (NMIAL) will contribute ₹376 crore for the 1.3 km stretch falling within airport boundaries. CIDCO will separately provide ₹416 crore for land acquisition, rehabilitation and resettlement, and multi-modal integration studies — an amount outside the sanctioned project cost. MMRCL has been authorised to raise the bilateral and multilateral loan and to engage with the central government for its share of equity and subordinate debt.

What This Means for Residents and Commuters

The project directly addresses a gap that has long constrained Navi Mumbai’s growth — the absence of reliable, high-frequency metro rail access to the upcoming Navi Mumbai International Airport (NMIA), which is set to become one of India’s busiest aviation hubs.

Metro Line 2, running 14.07 km from Pendhar to NMIA Terminal-4 with 11 elevated stations, will for the first time give lakhs of Navi Mumbai residents a direct rail link to the airport. Commuters from Kharghar, Taloja, Kalamboli, Kamothe, Pendhar, Roadpali, and Padgha — areas currently underserved by rapid transit — will be able to reach the airport without depending on road transport, which is routinely congested on the Sion-Panvel Highway and surrounding roads.

Metro Line 1A, the shorter 3.02 km link from Belapur to Sagar Sangam, serves as an important bridging connector. It will provide interchange with the proposed Gold Line (Metro Line 8) that plans to connect Mumbai’s Chhatrapati Shivaji Maharaj International Airport with NMIA, making Sagar Sangam a critical multi-modal node. Residents of CBD Belapur, Seawoods, and surrounding areas will gain direct rail access westward to this interchange.

The government order notes that the project’s catchment area covers approximately 196.7 square kilometres, spanning Navi Mumbai Municipal Corporation, Panvel Municipal Corporation, Uran Nagar Panchayat, and the Navi Mumbai New Town area. According to the government’s own projections, the population in this region is approximately 19.30 lakh today and is expected to grow to around 52.10 lakh by 2061 — making investment in this metro infrastructure both timely and essential.

Areas that will see the most direct benefit include Seawoods, CBD Belapur, Kharghar, Navde station (suburban rail interchange on the Panvel-Diva line), Pendhar, Taloja, Padgha, Roadpali, Kalamboli, and Kamothe. The project also incorporates an interchange point at Khandeshwar station on the CSMT-Panvel line, and connections with the proposed Metro Line M24 serving the International Corporate Park and the NAINA (Navi Mumbai Airport Influence Notified Area) region.

The project is expected to be completed over four years, from 2027-28 to 2030-31. The Economic Internal Rate of Return (EIRR) has been assessed at 17.82%, and the financial IRR including property development stands at 14.39% — figures that indicate the project is commercially and economically viable.

Revenue and Sustainability

The government has approved a dedicated urban transport fund mechanism to sustain the project financially. Revenue will be generated through premium FSI (Floor Space Index) charges on properties within 500 metres of the metro corridor, development charges of up to 100% over existing rates in the metro influence zone, a 1% stamp duty surcharge on property transactions, commercial development at depots and station land parcels, advertising income from station branding, co-branding and naming rights, kiosk income, ATM centres, and parking fees. Non-fare revenue is estimated at approximately 10% of total ticket revenue during operations.

Fares for the new lines will be based on the existing Navi Mumbai Metro Line 1 structure — currently ranging from ₹10 to ₹40 depending on distance — with a 5% annual revision factor applied. The Fare Fixation Committee will retain authority over future fare revisions as per the Metro Railway Act.

For the millions of residents of Navi Mumbai’s rapidly expanding southern and eastern nodes, this project is transformative — turning the airport from a distant destination accessible only by road into a station on their daily metro network.

Also Read: Mumbai Unveils Its First Double-Decker Flyover Featuring an Integrated Metro Line

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The government order, issued by the Urban Development Department under GR No. MRD-3326/PR.No.47/NV-7 and signed by Joint Secretary Vijay Chaudhary, brings the cumulative NDB loan disbursed to MMRDA for these three metro lines to ₹1,020.78 crore. Prior disbursements had cumulatively reached ₹993.80 crore across 12 tranches stretching from March 2021 to March 2026, with this latest release being the 13th instalment.

The NDB loan — Loan No. 18IN04 — was originally sanctioned for $260 million (approximately ₹1,814 crore at a reference rate of ₹69.78 per dollar). The repayment schedule runs in semi-annual instalments of $6.5 million each, starting from March 15, 2024 and continuing through September 15, 2043 — totalling 40 instalments. A moratorium of five years from the date of the loan agreement was provided before repayments began. The interest rate applicable is as per Section 3.4 of the NDB loan agreement, with no penal interest charged for delays.

The order mandates that funds be credited into MMRDA’s designated Escrow Account and that accounts be maintained in the format prescribed by the Comptroller and Auditor General. MMRDA is also required to ensure the loan is used strictly for the purposes sanctioned under the NDB agreement, and to submit expenditure details to both state and central governments for audit. Commitment charges and interest accrued up to the date of the government order are required to be deposited back into the state treasury immediately.

What This Means for Commuters and Residents

The three metro lines being funded — 2A, 2B, and 7 — collectively form the backbone of north and central Mumbai’s elevated metro network and are transformative for millions of daily commuters.

Metro Line 2A is fully operational, running 18.6 km between Dahisar East and DN Nagar in Andheri West with 17 stations, covering localities including Kandivali West, Malad West, Goregaon West, Oshiwara, and Andheri West. The line has significantly reduced traffic pressure on the Western Express Highway and Link Road.

Metro Line 7, the Red Line, covers roughly 16.5 km between Andheri East and Dahisar East with 14 stations, serving densely populated eastern suburbs including Jogeshwari East, Aarey Colony, Goregaon East, Malad East, and Dahisar East.

Metro Line 2B is the critical missing link that will connect the western and eastern suburbs of Mumbai through a single elevated corridor. The 23.643 km line with 20 stations will run from DN Nagar to Mandale, providing interconnectivity with the Western Express Highway, Eastern Express Highway, Western Railway, Central Railway, Monorail, and multiple other metro lines. Key areas it will serve include Bandra, Bandra Kurla Complex, Kurla, Chembur, Mankhurd, and Mandale. A 5.8 km section between Diamond Garden and Mandale was made operational for passengers in April 2026, with the full line expected to be completed by 2027.

Once fully operational, Line 2B is projected to cut travel time by 50% to 75% depending on prevailing road conditions. For residents of Kurla, commuters heading to BKC, and those travelling between the western and eastern suburbs — a journey that can currently consume over an hour in traffic — the line will dramatically shrink daily commute times and is expected to serve over one million daily riders.

For ordinary Mumbaikars, the continued flow of NDB funding ensures that construction work does not stall. Metro projects of this scale depend on uninterrupted financing to maintain contractor payments, equipment procurement, and civil work schedules. Each disbursement directly translates to kilometres of viaduct completed, stations fitted out, and systems installed. The escrow mechanism mandated in this government order further ensures funds cannot be diverted to any other purpose.

Property values in areas along the Line 2B corridor — including Bandra Kurla Complex, Chembur, Kurla, and Mankhurd — are expected to appreciate significantly once the line becomes fully operational. For existing homeowners and tenants in these localities, improved metro access will also translate to lower commute costs and better access to employment centres without dependence on private vehicles or overcrowded suburban trains.

The NDB, headquartered in Shanghai, is a multilateral development bank established by the BRICS nations. Its continued lending for Mumbai’s metro infrastructure underscores the long-term commitment to building out the city’s mass transit backbone over the coming decade.

Also Read: PM to Inaugurate Mumbai Metro Line Today

The post Maharashtra Releases ₹26.97 Crore NDB Loan for Mumbai Metro Lines 2A, 2B & 7 appeared first on Square Feat India.

Through a corrigendum issued on June 8, 2026, the Industries, Energy, Labour and Mining Department has revised the composition of the committee originally formed in May 2025. The committee plays a crucial role in reviewing mining blocks before auction and coordinating approvals to ensure that mines become operational within prescribed timelines.

The decision comes as part of the state’s effort to streamline mining approvals and reduce delays in bringing auctioned mineral blocks into production.

As per the revised order:

• The “Principal Chief Conservator of Forests (Wildlife), Maharashtra” will now be part of the committee instead of the earlier designated wildlife official.
• Concerned District Deputy Conservators of Forests have been newly added as members to strengthen district-level coordination.
• A correction has been made in the designation of district-level registration authority officials.
• District mining officers, land revenue officials, and forest authorities have been tasked with jointly verifying and certifying land classification (government, forest, or private land) within mining lease areas.

The committee is also responsible for developing a streamlined system for “pre-embedded approvals,” aimed at ensuring that key clearances are obtained in advance, reducing delays after auction.

Impact on the Common Man

While this decision may seem technical, it has broader economic implications. Faster operationalisation of mining projects can boost raw material availability for industries like construction, cement, and infrastructure, which may help stabilize costs in the long run.

For local communities in mining regions, better coordination between departments could mean fewer project delays and more timely compensation or rehabilitation processes where land is involved.

At the same time, the inclusion of senior forest and wildlife officials indicates a stronger focus on environmental scrutiny, which could help balance development with ecological protection.

Overall, the move signals the government’s push toward faster, more efficient mining project execution while tightening administrative accountability and inter-departmental coordination

Also Read: What Is M-Sand? Maha’s New Policy Pushes for Artifical Sand An Alternative to River Sand, Will It Reduce Your Home Prices?

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The Planning Department, through a Government Resolution dated June 5, 2026, has mandated that all new and revised project proposals must be evaluated against the department’s actual expenditure over the past three financial years. The move comes amid concerns that several departments have been undertaking projects far exceeding their budgetary capacity, leading to delays and rising costs.

Under the new norms, departments must assess the total financial liability of ongoing projects along with proposed new ones. If the combined cost remains within twice the average annual expenditure of the past three years, approvals can proceed through the existing process.

However, if the total liability exceeds this threshold, the proposal must be cleared by a High-Powered Committee on construction headed by the Chief Secretary before being sent for final approval. This additional layer of scrutiny is expected to limit indiscriminate project approvals and improve prioritization.

The guidelines apply to a wide range of public works including roads, highways, bridges, railways, airports, irrigation projects, water supply schemes, drainage systems, and government buildings.

The government has also directed departments to ensure that all proposals align with the long-term vision outlined in the “Developed Maharashtra 2047” document.

Impact on the Common Man

For citizens, the decision could bring mixed but largely positive outcomes. On one hand, stricter financial checks may slow down the announcement of new projects, especially in sectors like housing, roads, and urban infrastructure. This could delay some local development works.

On the other hand, the policy is expected to improve execution quality. By preventing over-commitment of funds, the government aims to complete ongoing projects faster and avoid cost escalations that ultimately burden taxpayers.

In practical terms, this could mean fewer stalled infrastructure projects, better road quality, more timely completion of government housing schemes, and improved delivery of basic services like water supply and drainage.

Experts say the move signals a shift from “announcement-driven governance” to “execution-focused governance,” which could enhance long-term infrastructure reliability across the state.

The resolution has been issued with concurrence from the Finance Department and is now in effect across all administrative departments.

Also Read: Maharashtra Forms Panel to Explore Housing Options for Mumbai Mill Workers After Fresh Push

The post Maharashtra Caps Project Approvals to Control Costs, Tightens Funding Rules appeared first on Square Feat India.

Shift from Direct Purchase to Legal Acquisition

Earlier, the government had approved ₹208.76 crore to acquire 22.24 hectares of land through direct purchase. However, due to multiple practical challenges, this decision has now been revoked.

Key issues with direct purchase included:

• 486 landowners involved, making negotiations complex
• Requirement of 100% consent, including in shared plots
• Difficulty in tracing owners and verifying 30-year land records
• Risk of delays if even one owner refused to sell

To avoid prolonged delays, the government has now decided to proceed under the Right to Fair Compensation and Transparency in Land Acquisition Act 2013.

Land Details & Ownership Complexity

• Total land required: 22.24 hectares (222,404 sq. m.)
• Location: Shivni village (now within Akola Municipal limits)
• Total landowners: 486
• Around 472 are non-agricultural plot holders

This fragmented ownership structure made direct acquisition impractical.

Cost Breakdown (₹189.53 Crore)

The approved project cost includes:

• Land value: ₹40.94 crore
• Buildings compensation: ₹25 crore
• Fruit trees: ₹3 crore
• Other trees: ₹1 crore
• Associated costs: ₹1 crore

Additional components:

• 100% solatium (compensation): ₹70.94 crore
• Interest (12%): ₹14.74 crore
• Contingency (10%): ₹15.66 crore
• Administrative expenses: ~₹17.23 crore

Total Approved Cost: ₹189.53 crore

Why This Expansion Matters

Extending the runway to 1,800 metres will:

• Enable larger aircraft operations
• Improve regional air connectivity in Vidarbha
• Boost economic activity and investments in Akola
• Strengthen the role of Maharashtra Airport Development Company in regional aviation infrastructure

Funding & Execution

The project will be funded under the civil aviation budget head, with:

• Directorate of Aviation, Mumbai as the disbursing authority
• Maharashtra Airport Development Company (MADC) as the implementing agency

What Happens Next

With financial approval in place:

• Land acquisition will begin under the 2013 Act
• Compensation will be legally processed
• Construction timelines are expected to accelerate

Outlook

This move reflects a broader policy shift where governments are prioritizing faster execution over complex negotiations. By opting for legal acquisition, Maharashtra aims to avoid delays and fast-track critical aviation infrastructure.

The Akola airport expansion is expected to play a key role in improving regional connectivity and economic growth in eastern Maharashtra.

Also Read: Third Runway at Navi Mumbai Airport? CIDCO Begins Big Study as Air Traffic May Hit 240 Million

The post ₹189 Cr Approved for Akola Airport Expansion, Land to Be Acquired Under 2013 Law appeared first on Square Feat India.

The expansion comes with the approval of the 11.83-km-long extension, designated as Phase 5A, which extends the corridor beyond its earlier 22.38 km length. The total estimated cost of the expanded corridor now stands at ₹18,130 crore.

At the same time, Phase 1 of the project—from Thane to Dhamankar Naka—is nearing a crucial milestone, with preparations underway for inspection by the Commissioner of Metro Railway Safety (CMRS), bringing it closer to commissioning by the end of 2026.

Critical Link for Emerging Economic Corridors

Chief Minister Devendra Fadnavis described Metro Line 5 as a “critical intervention” for the eastern belt of the Mumbai Metropolitan Region, particularly for Bhiwandi and the Kalyan–Dombivli region.

“Bhiwandi, home to one of Asia’s largest textile and warehousing hubs, and the Kalyan–Dombivli belt, with a population exceeding 35 lakh, require high-capacity connectivity to unlock their economic potential,” he said, expressing confidence that Phase 1 would be operational by year-end.

Deputy Chief Minister Eknath Shinde noted that the corridor would serve lakhs of commuters, including workers and traders, while strengthening linkages between industrial clusters and residential zones.

Three Phases, One Integrated Corridor

Metro Line 5 is being developed in three phases:

• Phase 1 (Thane–Dhamankar Naka): Spanning 11.9 km with six stations, this stretch is nearing completion, with depot infrastructure at Kasheli progressing rapidly.
• Phase 2 (Dhamankar Naka–Durgadi): A 10.48-km section featuring a mix of elevated and underground stations, including a key underground stop at Bhiwandi.
• Phase 5A (Durgadi–Kalyan with Ulhasnagar spur): The newly approved 11.83-km extension will include seven elevated stations and a spur line connecting Ulhasnagar.

The corridor has been designed to ensure seamless multimodal integration, with interchanges planned with Metro Line 4 at Balkhum and Metro Line 12 at Kalyan, along with direct access to suburban railway stations such as Thane, Kalyan, and Ulhasnagar.

Transforming Mobility and Real Estate Dynamics

Officials estimate that the metro line will reduce travel time across the corridor by 40–50%, easing congestion on key highways such as NH-160, NH-61 and NH-848. The project is also expected to significantly reduce dependence on private vehicles, contributing to lower emissions and improved air quality.

Dr. Sanjay Mukherjee, Metropolitan Commissioner of the Mumbai Metropolitan Region Development Authority (MMRDA), said the project aligns with the broader “Mumbai in Minutes” vision, aimed at drastically cutting commute times across the region.

Beyond transportation, the corridor is expected to unlock new real estate and industrial growth opportunities across the eastern MMR belt. Improved connectivity to Bhiwandi’s logistics and warehousing ecosystem, along with residential hubs in Kalyan, Dombivli and Ulhasnagar, is likely to drive both housing demand and commercial development.

A Step Towards Regional Integration

Covering key residential, industrial and commercial nodes, Metro Line 5 represents a major step towards building a more integrated and efficient transport network for the Mumbai Metropolitan Region.

As Phase 1 moves closer to commissioning and the expanded corridor takes shape, the project is poised to play a pivotal role in reshaping urban mobility while catalysing long-term economic growth across one of India’s fastest-growing metropolitan regions.

Also Read: Mumbai Unveils Its First Double-Decker Flyover Featuring an Integrated Metro Line

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At the core of the policy is the promotion of Compressed Biogas (CBG) production using a wide range of feedstock, including municipal solid waste, agricultural residue, cattle dung, market waste, and by-products from industries such as sugar factories. The initiative seeks to address key environmental challenges such as open burning of farm waste and inefficient disposal of urban garbage.

The state has made a budgetary provision of ₹500 crore for FY 2026–27 under the Viability Gap Funding (VGF) mechanism to support financially unviable but socially beneficial projects. Under this, developers can receive up to ₹75 lakh per tonne capacity, capped at ₹15 crore per project.

The policy mandates a minimum project capacity of 20 tonnes per day (TPD) of segregated organic waste or equivalent biomass input to ensure operational efficiency and economic viability. Both greenfield and brownfield projects are allowed, including decentralized, cluster-based (CBG hubs), and public-private partnership (PPP) models.

To streamline implementation, the Urban Development Department has been designated as the nodal authority. A state-level steering committee headed by the Chief Secretary will oversee planning, approvals, and inter-departmental coordination. Additionally, an executive committee and district-level coordination committees (DBCCs), led by District Collectors, will ensure smooth on-ground execution.

The policy also emphasizes the development of a robust supply chain for feedstock, encouraging long-term contracts between farmers, aggregators, and project developers. Farmer Producer Organizations (FPOs), cooperatives, and rural entrepreneurs are expected to play a crucial role in biomass collection and supply, creating new income streams in rural areas.

To facilitate project development, the government has introduced several incentives:

• Land allocation on lease basis at concessional rates (0.7% of ready reckoner value, with periodic revisions)
• Priority access to water and electricity
• Single-window clearance system for faster approvals
• SGST reimbursement of 2.5% post-commissioning
• Promotion of by-products like bio-fertilizers through registered distribution channels

Each district is expected to develop at least one CBG project per taluka, with priority given to areas with high biomass availability. The policy also integrates with central government initiatives such as SATAT, GOBARDHAN, and the Swachh Bharat Mission, aligning with India’s goal of achieving net-zero carbon emissions by 2070.

Beyond environmental benefits, the policy is expected to generate employment in both urban and rural regions, support circular economy practices, and reduce dependence on fossil fuels by promoting domestically produced clean energy.

With this policy, Maharashtra positions itself as a leader in waste-to-energy transformation, aiming to turn one of its biggest urban challenges—waste—into a valuable economic and environmental resource.

Also Read: KDMC Files FIR Against Two For Failing To Segregate Wet And Dry waste

The post Maharashtra Approves Compressed Biogas (CBG) Policy 2026: ₹500 Crore Push for Waste-to-Energy appeared first on Square Feat India.

The decision was formalized through a Government Resolution issued by the Finance Department on April 24, 2026, following cabinet approval earlier this year.

What the Decision Means

The government has allowed the Maharashtra Industrial Development Corporation (MIDC) to:

• Raise up to ₹6,000 crore loan
• Borrow from Housing and Urban Development Corporation or other financial institutions
• Secure funding at competitive interest rates
• Use the funds specifically for land acquisition for the airport project

Importantly, the state government will act as guarantor for this loan.

Key Conditions of the Government Guarantee

The approval comes with strict financial safeguards:

1. Limited Guarantee

• The state guarantee is capped at ₹6,000 crore

2. Loan Timeline

• MIDC must raise the loan within 12 months

3. Primary Liability

• MIDC will remain the principal borrower (debtor)

4. Repayment Responsibility

Loan repayment will not directly fall on the state, but on a Special Purpose Vehicle (SPV) created for the project.

Who Will Repay the Loan?

A dedicated Purandar Airport SPV will handle repayment, with the following stakeholders:

• MIDC – 15%
• Maharashtra Airport Development Company – 19%
• City and Industrial Development Corporation – 51%
• Pune Metropolitan Region Development Authority – 15%

Each entity will bear repayment in proportion to its shareholding.

When Will the State Step In?

The government will step in only under exceptional circumstances, such as:

• If the SPV fails to repay due to unavoidable financial stress
• After reviewing the financial condition of the SPV

Otherwise, the liability remains off the state’s balance sheet.

Additional Financial Safeguards

• Financial institutions must notify the government of any default within 90 days
• MIDC must submit:
  • Monthly repayment progress reports
  • Half-yearly financial reports
• Loan must be used only for land acquisition

Guarantee Fees & Penalties

MIDC will pay a guarantee fee of 0.5% on the loan amount.

Penalty for delay:

• 16% interest for first 3 months
• 24% thereafter

Why This Matters

The Purandar Airport project is expected to:

• Decongest Pune Airport
• Boost regional connectivity and logistics
• Accelerate real estate and industrial growth in Pune region

This funding structure shows how Maharashtra is using state guarantees to unlock large infrastructure financing without immediate fiscal burden.

Big Picture

With this move, Maharashtra is:

• Leveraging institutions like HUDCO
• Enabling faster land acquisition
• Creating a multi-agency funding model
• Reducing direct strain on state finances

Final Takeaway

The ₹6,000 crore guarantee is a critical enabler for the long-delayed Purandar Airport project. While the state backs the loan, the actual repayment risk lies with the project SPV, making it a structured and controlled financing approach.

Also Read: Airport Micro-Markets See Steepest Property Price Surge

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A Division Bench comprising Justice Manish Pitale and Justice Shreeram V. Shirsat pronounced the judgment yesterday (April 24, 2026), holding that the LARR Authority had rightly allowed the State authorities and the National High Speed Rail Corporation Limited (NHSRCL) to file their written statements and raise the plea of limitation.

What was the dispute?

The Godrej property, admeasuring approximately 10 acres in Village Vikhroli, Taluka Kurla, Mumbai Suburban district, was acquired under the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013. The award was passed on 15 September 2022.

After unsuccessfully challenging the acquisition itself in the High Court and the Supreme Court, Godrej filed a reference application under Section 64 of the 2013 Act on 28 February 2023 seeking enhancement of compensation. The claim, which originally stood at around ₹572 crore based on District Level Committee rates, was later enhanced twice by the LARR Authority — first in February 2024 and again in May 2024 — taking the total demand to nearly ₹1,972 crore.

The reference proceedings were initially before the LARR Authority at Aurangabad and later transferred to Nashik.

The two orders Godrej challenged

Godrej had approached the High Court aggrieved by two orders passed by the LARR Authority:

1. Order dated 21 August 2025 (challenged in Writ Petition No. 12027 of 2025): The LARR Authority set aside its earlier ex-parte order (passed on 15 March 2024 against the Collector and Deputy Collector) and allowed the State authorities to file their written statement after condoning the delay.
2. Order dated 18 February 2026 (challenged in Writ Petition No. 3467 of 2026): The LARR Authority permitted NHSRCL (the project proponent and beneficiary of the acquisition) to amend its written statement to specifically raise the plea of limitation.

Senior Advocate Vineet Naik, appearing for Godrej, argued that both orders were passed after inordinate delay, caused prejudice to the company, and that the LARR Authority had no jurisdiction to entertain the plea of limitation, which according to the petitioner could only be decided by the Collector.

What the High Court held

Justice Manish Pitale, authoring the judgment for the Bench, rejected both contentions.

The Court held that since Godrej itself was allowed to amend its reference application twice and substantially increase its claim, it was only fair that the acquiring body (State) and the beneficiary (NHSRCL) be permitted to file proper pleadings.

On the issue of sufficient cause shown by the State, the Bench accepted the explanation that the newly-constituted LARR Authority lacked a proper institutional mechanism and special counsel for representation in the initial period.

Crucially, the Court clarified the jurisdiction of the LARR Authority. The Bench explained that the LARR Authority, constituted under the 2013 Act, performs the functions of the Reference Court that earlier existed under the old Land Acquisition Act, 1894. It has full jurisdiction to decide not only the quantum of compensation but also preliminary issues such as limitation. The Court relied on Supreme Court precedents, including Mohammed Hasnuddin vs. State of Maharashtra (1979), and earlier Bombay High Court rulings.

The judges observed that allowing the amendment to raise limitation does not mean the plea has been accepted — Godrej will get a full opportunity to contest it on merits.

The Bench also noted that the Collector’s order dated 25 September 2023 did not contain a clear finding that the reference was filed within time, leaving the issue open for adjudication by the LARR Authority.

What is the LARR Authority?

The Land Acquisition Rehabilitation and Resettlement Authority (LARR Authority) is a quasi-judicial body established under the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013. It replaced the role of the District Judge (Reference Court) under the old 1894 Act. When a landowner is dissatisfied with the compensation awarded by the Collector, he can seek a reference to the LARR Authority, which hears evidence from all parties and decides the fair compensation, rehabilitation, and other related issues. Its orders are appealable to the High Court.

Final outcome

Both writ petitions were dismissed. The interim stay granted earlier was vacated. The High Court directed the LARR Authority at Nashik to decide the compensation reference expeditiously and preferably within six months.

The judgment paves the way for the LARR Authority to now hear the matter on merits, including the preliminary issue of limitation, which could potentially impact the maintainability of Godrej’s massive enhancement claim.

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The post Bombay HC Dismisses Godrej & Boyce Writs; LARR Authority to Decide ₹1,972 Cr Bullet Train Land Claim appeared first on Square Feat India.