The Rs 9.5-crore Detailed Project Report (DPR) of the 18km tunnel road project connecting Hebbal and Silk Board has exposed multiple fault lines ranging from ‘downplaying’ environmental impact to linking the project to Malegaon and Nashik in Maharashtra. The DPR prepared by New-Delhi-based Rodic Consultants was submitted to Bruhat Bengaluru Mahanagara Palike (BBMP) in November last year.
The executive summary of the report reviewed by the Indian Express shows that the ‘Bengaluru Twin Tube Project’ does not attract any Environmental Impact Assessment (EIA) as it does not fall under Category ‘A’ and Category ‘B’ with a potential impact on health, natural and manmade resources as per the guidelines of Ministry of Environment, Forests and Climate Change.
On the contrary, environmentalists have warned about disruptions in hydraulic movement and depletion of groundwater table due to tunnel road construction. “There is no regulatory requirement for carrying out environmental impact assessment for the said tunnel road project. However, evaluation consisting of socio-economic and environmental impacts will be carried out and suggested mitigation measures will be documented,” the report adds.
Malegaon to Nashik?
In what appears to be a gaffe, the report shows an analysis for understanding traffic characteristics between Malegaon and Nashik cities in Maharashtra. This is part of a study for identifying and analysing traffic characteristics at nine cordon points through the 18 km tunnel connecting Hebbal and Silk Board. The report incorrectly mentions Malegoan and Nashik while referring to traffic volumes at Malur Road, Guttahalli Main Road, and NR Road.
The gaffe received backlash from citizens who called out the government for a ‘copy-paste’ job. B S Prahalad, Engineer in Chief, BBMP, acknowledging the ‘goof-up’ said, “There could be some goof-ups while preparing the DPR. We will review the report and rectify the mistakes accordingly.”
The DPR prepared by New-Delhi-based Rodic Consultants was submitted to Bruhat Bengaluru Mahanagara Palike (BBMP) in November last year.
Introduction of Neo-Bus System
The DPR also proposes a new bus system in the form of a bi-articulated trolley bus costing Rs 40 crore. Trolley buses are electric buses that operate by drawing power from overhead wires using two trolley poles, allowing them to move without the need for traditional fuel sources like diesel. The report also proposes Intermodal Interchange Hubs specialised in improving connectivity between buses, metro systems, and other public transport modes within the tunnel infrastructure. The report links the hub to retail spaces, and car parking facilities, among other commercial establishments, within the tunnel infrastructure. However, the report does not give clarity on the need for retail spaces and commercial establishments and the operations of these buses within the tunnel infrastructure.
Project deadline – 61 months
The DPR has estimated the total project value at Rs 14,981 crore, wherein the tunnelling works alone cost Rs 9,398 crore. A total of six Tunnel Boring Machines with a 50 per cent buyback cost at the end of the project have been considered. The report highlights that the project’s viability hinges on a 30 per cent government grant under Viability Gap Funding. (VGF). The report recommends a Build-Operate-Transfer (BOT) model with a 30-year concession period (five years of construction and 25 years for operating and maintaining the tunnel), during which the private entity will earn revenue. The report eyes the completion of the project in 61 months. It has also recommended a toll fee of Rs 16/km for the 18 km stretch for cars.
Mobility experts slam govt
Urban mobility expert Satya Arikutharam said, “After spending 14 crores and very curiously procuring two sets of traffic numbers – one from the Feasibility Consultant and another from the DPR Consultant – to see a cut-paste error is very disappointing. The muddled approach of BBMP is evident in the poor quality of the report and doesn’t inspire confidence. I am hoping that the cut-paste errors are limited to just labels and not the traffic count numbers, in which case the data in the report becomes dubious and unreliable. I also expect the banks to have picked up on the unscientific approach to project formulation as they consider participation in potential funding.”
Rajkumar Dugar, Convener, Citizens4Citizens, said, “As per the report, the tunnel length of 16.7 km between Hebbal and Central Silk Board is the same as the shortest road distance between the same points. Shockingly, the lengths of all the entry and exit ramps at the ends and the three intermediate points add up to more than the length of the tunnel itself. To reach the entry points and also after exiting from the exit points, vehicles will have to travel extra distances and take U-turns – leading to further congestion on the surface roads, noise, air pollution, and fuel costs.”
He further said, “Questionable time savings, redundant overlap with metro routes, and a staggering cost of the project makes it an impractical project to be implemented. Bengaluru needs investments in public transport, better walkability, drainage, and flood control, not private vehicle-centric projects.”
The proposed tunnel road has invited severe criticism from civic groups and many mobility activists who dubbed it a “violation of sustainable transportation”. However, the government has defended the project stating the tunnel will provide high-speed connectivity and access, decongest existing roads between Esteem Mall Junction and Silk Board Junction, reduce noise and air pollution, and save fuel.
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