Annually, over 10 million commuters travel between Bengaluru and Mysore. With the Bengaluru-Mysore Infrastructure Corridor Project (BMICP) on the backburner and entangled in legal issues, it’s a welcome move by the state government to add lanes to the choked highway. But, with the State Highway 17 being converted to NH 275, there are major challenges to be overcome in the 140 km stretch. DC takes an in-depth look at the challenges the project faces
With the Bengaluru-Mysore route seeing traffic of over 10 million commuters annually, a fast expressway to cut down travel time between the two cities has long been on the cards. While the ambitious BMIC project planned by NICE years ago has made no headway owing to legal hassles, the government now intends to convert state highway 17 to NH 275, with additional lanes over the 140 km stretch to make travel faster between Mysore and Bengaluru.
But this project too is unlikely to be without its challenges. Traffic expert, M. N. Srihari gives his take on what the government needs to do to ensure the project as a smooth run and meets the people’s requirements.
Bypass or road on stilts for five towns en route
The state Public Works Department (PWD) must ensure that a bypass or a road on stilts is provided while a stretch is being converted into an expressway. Bypasses have already been planned at Kengeri, Ramangar, Channapatna, Maddur and Srirangapattana. But the people of Maddur are against a bypass as they feel it will lead to a drastic fall in their land valuet and the area along it will see commercial development. They are pitching for a flyover instead. Flyovers are in fact a good idea at Bidadi, Ramanagaram, Mandya and Srirangapatna too. But they alone will not reduce traffic density unless the roads too are widened. The government or the Public Private Partnership (PPP) partner could come up with more money for acquisition of land for construction of the flyovers. Srirangapatna already has a wide road and the land required for a flyover.
Creating an access controlled stretch
The moment a state highway is converted into a six-lane National Highway it is essential to make it access controlled with the introduction of a toll to prevent accidents. This is all the more important on the Bengaluru – Mysore Road considering its traffic density. Since the National Highway cuts through a number of villages the vehicles are bound to encounter cattle, dogs and other strays. Making it access controlled will stop unnecessary movement of locals and villagers from using it for drying their haystacks, for instance. The road has to be made access controlled either by raising its height or by barricading the entire stretch. The onus will be on the concessionaire to maintain the road and ensure that the barricades remain intact and are not stolen . The survey has already begun by the PWD .
Service roads, access for locals
It is the duty of the government and concessionaire to protect the interests of the local people and ensure their free movement is not hindered. It is mandatory to provide a service road, which can be freely accessed by the villagers. The government cannot expect the locals, who lose their land for the project to shell out money to use the National Highway. It must ensure that adequate passages are provided for them to reach their farms after consulting them on the number of underpasses or passages required. Providing this facility will help prevent protests and expedite the project. Besides, local people should be given a waiver or concession for using the toll road. They could be given either a pass or asked to produce an identity proof to get the benefit.
State plans to pump in Rs 3,000 crore
Since the mega project requires a whopping Rs. 3,000 crore, it should be built on either a Design Build Own Operate Transfer (DBOOT) or Build Own Operate Transfer (BOOT) basis. The concessionaire will be expected to maintain the road for about 25 to 30 years and authorized to collect the toll. After the stipulated period of around three decades, the government can take a call on whether to continue with the arrangement or take over the road and maintain it.
Toll booth and rates
Toll plazas are constructed by the concessionaire under the concession agreement entered into with the government after the two identity suitable locations for them. The concessionaire is expected to provide the required number of toll booths while making sure that vehicles are not stranded for long at any of them. Usually an On Board Unit (OBU), is given to frequent road users to allow them to go through without stopping even for a minute. The instrument installed at the toll plaza reads the registration number instantly and allows the vehicle to go through.
The toll rates are fixed under the guidelines of the National Highway Authority of India (NHAI). At present, the NHAI charges an average of Rs. 3.5 per kilometer. The toll rates are revised once in two years in consultation with the government. The concessionaire is not a given free hand in fixing the toll.
