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Double Decker Mayhem on RV rd - EC metro route

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Metro Rail

Bangalore has borne the brunt of bad engineering when it comes to road works. Thousands of crores are being spent mindlessly on projects with no actual value. The flyovers projects are the worst of the implementations, there are very few bridges which have proved their worth. A recent report on that can be seen here:

http://newsx.tv/video/126...

But unfortunately the govt is moving ahead with more of these mindless monstrocities..where the city is still trying to move private vehicles than supporting mass public transport completely.

One of the crazy plans is for a double decker bridge on the Marenahalli road in Jayanagar. Here the RV rd - Bommasandra metro line is suposed to have a long road bridge also starting near the Ragigudda station. This is to be located at the Akka Mahadevi Park, which will be completely lost due to the  construction. And so will the other park on this stretch next to AAB at Udupi garden junction. COnsiderable part of Jayadeva hospital will also be encraoched on.

All this for what? So that the public can eventually ditch the metro and drive their cars over this long 'flyover' to they work places ??

Yes, today Marenahallu road and Silk Board junction is badly plagued by traffic woes. One of the worst in the world. But to fix a traffic issue, the first logical step is to understand what is the demographics of that particualr place. The time when the congestion is the highest and what constitutes road traffic there. It can easy to see that the office commuters moving from south towards HSR/ORR and  Electronic city constitute a major part of the traffic there and the metro is the solution for them.

Metro has to made the ONLY solution for the commuters there

There are 3 major metro interchanges coming up on this stretch separated by just 1-2 kms:

  1. RV road - with Green Line
  2. Jayadeva - with Gotigere line
  3. Silk Board - with ORR line

This will practically make the marenahalli section (Jayanagar/bsk/JP ngr/BTM/Madivala) the best connected region by mass public transport. Rest of Bangalore also will find connections to get to EC and ORR through this. This is the best that anyone can ask for. SO then what is the need for the road bridge there??

Let us not over engineer and make a mess of the situation. Road capacity augmentation has not helped anywhere. Not building the road bridge will also spare a lot of money which can be used for metro or other useful purposes. Hope sense prevails!

There was a time the earlier BMRCL MD when asked about roads around metro..had said that BMRCL is only there to run trains. I wish that could remain just that for the good of all!

Comments

srinidhi's picture

possible..sensible solution

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As discussed above Marenahalli road is slated to become the best connected section for mass public transport solution in the whole of the city, with 3 major interchanges in short distance apart.

However there are some road related interventions also needed..

1. Underpass at 11th main Jayanagar (RS Mutt)

2. Bridge at Jayadeva

3. Bridge at Udupi Garden Jn

With the last two, the ORR section can be made signal free from Jayadeva to Silkboard. Silkboard jn will automatically get de-cluttered with public moving to the metro.

So its high time we stop the insane plan to over engineer solutions and spend precious resources on unwanted and harmful plans!

 

srinidhi's picture

BMRCL received only a single

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BMRCL received only a single bid for the SB road interchange tender apparently..

more here

Atleast this should prompt to stop the works and redesign the approach.

The route to EC on hosur road is getting a metro line hence there is no specific need to have that huge interchange at all. So is metro on ORR going to decongest Silkboard jn.

Two important metro lines will surely change the traffic scenario on its own. There is no need of any bridge or interchnge at all..for the least the road connections will lead to tremendous pollution and will need to be avoided at every cost!

Naveen's picture

Contradictory!

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In your first post, you say:

Metro has to made the ONLY solution for the commuters there

In your second post you say:

ORR section can be made signal free from Jayadeva to Silkboard.

Aren't these statements contradictory?

ORR is a six-lane road throughout. Only the BTM section is 4-laned & this is why it has so much of traffic pile-ups. While generally it is accepted that road expansion induces more traffic, it is also necessary for every city to have a good road network.

This being the scenario, it is correct to have an elevated road-cum-rail viaduct as there is no scope on surface to six-lane the section. The section from Jayadeva to RV Road needn't have an elevated road section but they may have gone for it because the section from Jd-mara to Sarakki junction also has just 4-lanes. So, some of the traffic may use the Marenahalli rd up to RV rd & others may use the road via Jd-mara, thus splitting the traffic.

Generally, "overflows" from roads normally take to metro & loads between roads & metro balance out. If there is too much of traffic congestion, people tend to move to metro & if metro crowds are excessive, they take their own vehicle or shift to bus.

srinidhi's picture

All for signal-free

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All for signal-free ORR..

Delmia jn in JP ngr has a flyover...only if BMRCL/BDA could have planned a road intervention at Sarakki jn to make it signal free during metro construction..then we would have had a major radial (Kanakapura rd) and ORR traffic seamless there..

Thats a missed opportunity. Hoewever hope they dont repeat the same at JD mara jn and Jayadeva..btw havent seen any plans on that front as yet..

ORR is 4 lanes only at most places in south blr and short bridges and underpasses at junctions should work best..

About metro traffic, all I can say is it is best way for daily commutes and needs to be encouraged in such a way as to make it the only viable option and long road bridges on the same pillars will not help with that.

 

 

Naveen's picture

ORR is 4 lanes only at most

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ORR is 4 lanes only at most places in south blr and short bridges and underpasses at junctions should work best..

No, they won't. Traffic from a six-lane road on ORR cannot be squeezed into 4 lanes just in south Blr, which is why they are building road-cum-rail flyover.

When tier-2 cities like Jaipur & Nagpur with less than one-third population & probably less than one-sixth road traffic are building them at critical points, what is the big problem if they build one in Bengaluru that has serious transport problems?

About metro traffic, all I can say is it is best way for daily commutes and needs to be encouraged in such a way as to make it the only viable option and long road bridges on the same pillars will not help with that.

Long road bridges on same pillars is the only way to remove deficiencies on ORR in the absence of space below. All anomalies & kinks must be removed & ORR streamlined. They did Nayandahalli & they are doing BTM now. Next would be Silkboard & KRPuram when ORR metro line is done.

And no one denies that public transport must be encouraged.

srinidhi's picture

Bridge  doesnt cater to ORR

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Bridge  doesnt cater to ORR traffic directly..since its ramp is only on Marenahalli road and at SB..

Also talking about Jaipur metro, where such double decker bridge has been first implemented, there is a height restriction on the vehicles getting onto it...to limit axle load which is understandable because of the limited load bearing of the pillars.

So that rules out PT options like BMTC on it and limiting to private vehicles only..which is not really helpful..

It is a known fact that Bengaluru has way too many private vehicles due to the lack of mass PT options..this has to be addressed on a war footing and building such long bridges which caters to private vehicles need to be stopped and instead we need to work to get more people on trains instead 

"European cities are..: creating environments openly hostile to cars. The methods vary, but the mission is clear — to make car use expensive and just plain miserable enough to tilt drivers toward more environmentally friendly modes of transportation."

more here

We have emulated the west for a long time and some of it has been bad and some good...however this move to move away from cars and private vehicles need to be given prime importance..

Naveen's picture

Not the way to restrain

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Incorrect, take a good look at the plan for the Silkboard flyover below. The elevated road /flyover goes past Marenahalli road to the east & connects directly to ring road towards Agara. So, please research properly before attempting to justify with incorrect or insufficient information.

Your theory would have made sense if ORR was entirely 4-laned, but it is 6 laned.

And generalizations like "long bridges caters to private vehicles", "need to be stopped", "work to get more people on trains" etc etc are all fine, but squeezing traffic from a 6-lane road to a 4 lane constriction from both ends is not the way to do it because traffic chaos on the 4-lane section will continue.

At the same time, its oxymoronic that you demand underpasses /flyovers at Jayadeva, JDmara, Sarakki etc - will these not encourage car use?

Actually, it will result in more chaos as it does not separate through /ORR traffic from local traffic. The elevated section will do it efficiently.

As I said, Nayandahalli has been sorted out now & people still use trains while traffic chaos has also ended there. Traffic chaos at Silkboard will also end with this plan.

srinidhi's picture

Incorrect..The elevated

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Incorrect..The elevated bridge starts near 11th main Jayanagar on Marenahalli road and is slated to end at the planned interchange at SB..so effectively the marenahalli rd itself is getting augmented with another 4 lanes till SB and not the ORR itself..

Btw "traffic chaos" at SB is only because of daily work commuters traversing to and fro from ORR/Bellandur side offices and EC...when this crowd gets onto the planned metro lines the roads will naturally get decongested..

However I still maintain that junctions on the ORR (including SB) will need interventions to make them signal free..similar to what you mention on Mysore rd..but the double decker bridge  starting from Marenahalli rd till SB will be a waste!

Naveen's picture

Proof?

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elevated bridge starts near 11th main Jayanagar on Marenahalli road and is slated to end at the planned interchange at SB

Please provide proof for what you say instead of repeating the same thing with no evidence. I posted a published drawing that shows plan for Silkboard that clearly marks the flyover going over the intersection & on to Agara side. Also, ramps that connect Hosur road to the elevated road.

And commuters are not just at Silkboard but they also traverse on ORR and Hosur road. So, you should campaign for turning the ORR /Hosur road to 4-lane roads, also the section of ORR on the west through Banashankari. Not just maintianing only the BTM section 4 lane & then making it a make believe signal free that will continue to remain with traffic pileups.

Else your theory is meaningless & falls flat by the wayside. Nobody will buy it barring some self proclaimed "experts" that have no clue about maintaining road width uniformity to prevent pile ups & are obsessed with some bogus theory about restraining cars with only one 4-laned road section on a 6-lane road.

srinidhi's picture

You are talking of the road

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You are talking of the road interchange at silkboard..I am referring to the other end of the bridge..please read the article where you sourced your image from..the elevated bridge is starting from near central mall on marenahalli rd (just before 11th main jn )going all the way to the SB junction where traffic is supposed to get signal free ramps

some more info in this link 

Though the report ia also partially wrong because the existing road bridge at Jayadeva is being demolished for the construction of the double decker plan..

Btw the 'signal free' elevated road coming from SB will dump all traffic at 11th main jn..how will that be handled?

And how do you think the ORR traffic is being addressed with the elevated bridge?

Naveen's picture

All traffic will not be dumped at 11th main

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the 'signal free' elevated road coming from SB will dump all traffic at 11th main jn..how will that be handled?

And how do you think the ORR traffic is being addressed with the elevated bridge?

Please see this news report: https://economictimes.indiatimes.com/news/politics-and-nation/four-lane-flyover-to-decongest-silk-board-junction-delayed/articleshow/65318241.cms

It states as follows: 

The road consists of four loops with a ramp: towards Electronics City, from BTM Layout to Electronics City and HSR Layout, towards HSR Layout, from HSR Layout to Jayadeva Hospital, HSR Layout to BTM Layout.

So, All traffic will not be dumped at 11th main jn.
The ramp will not be one continuous overhead road upto 11th main once a vehicle ascends it at Silkboard. It will have ramps at Jayadeva for descending /ascending for ORR traffic if they wish to deviate to Bannerghatta road & use the continuation of ORR to Jedimara & from there to Sarakki signal. Else, they may continue to 11th main & then on to RV road.
srinidhi's picture

Fair enough..I suppose the

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Fair enough..I suppose the down ramp coming from HSR after crossing the SB junction, will use the space above the drain on the left of the ORR there...pity the traffic at grade turning left from EC towards BTM cannot ride the new bridge in the grand plan!

About the thoughts at Jayadeva junction..a down ramp coming from SB should be quite feasible when it drops just before the junction on ORR..however I wonder how they will manage a up ramp coming from JD mara side..turning right onto the bridge..which will need a loop..possibly over Jayadeva land..wonder where and how it is designed and costed..

Btw my thoughts about long bridges still remain the same..they are wasteful and dont help the cause to get public off their private vehicles..however I suppose all this talk is just academic now as work has already begun there...

Also, there is this question of the type of traffic that this double decker road bridge can support..its LMV only in Jaipur..wonder what has been designed here..

 

 

Naveen's picture

Ideology

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From what I understand:

1) There may be an elevated curve from existing SB flyover (above the free left turn on the surface) from Hosur road towards BTM. This curve will rise up & connect with the elevated section for through traffic that do not want to use the surface road.

2) The right turn at Jayadeva from JDMara side towards BTM can be managed with a ramp past the intersection with a rising ramp U-turn (just like how they are planning the U-turn at Madiwala). Changes in land acquisition suggests this though it remains unconfirmed as final plans for Jayadeva haven't made it to the press yet.

3) Elevated roads or elevated road cum rail bridges can be strengthened to handle heavy vehicles. Its up to design specs but I'm not sure what they are planning - details are not on public domain as far as I know.

Btw my thoughts about long bridges still remain the same..they are wasteful and dont help the cause to get public off their private vehicles..

Your thoughts always seem from an ideaological stand point rather than think along practical terms. For example, you have in the past argued that BMRC must not build quarters for displaced people, metro must not pass near grave yards, Baiyyappanahalli depot & other infra should have been built at Kadugodi right from start, BMRC must not build flyover etc.. All these suggest some ideological tilt or beliefs rather than consideration to what is practicable for best outcomes.

Who would rehabilitate displaced? A third agency? Even so, its for state govt to take the call. And build a 15km viaduct to Kadugodi just to stable trains for the night? Jesus! That would have cost a wallop - & run trains empty early morning & late night for 15km wasting energy? Waste another 5 years building & then find out its useless & a new route is reqd?

And SB flyover design includes metro integration. So, isn't it better for one agency to plan & execute it, especially when we have huge problems of co-ordination between inter-governmental agencies?

Constricting a 6-lane ORR to 4 lanes because ideology dictates that private vehicles must be discouraged & elevated sections are a no-no, even where there isn't any other option to increase road width & capacity?

Roads encourage motorization, no doubt, but its not that we cripple the ORR at one spot & leave traffic pile ups as they are in the quest to divert people to public transport. Traffic also needs to flow freely barring volume increases, not with designed bottle necks to discourage vehicle use.

At some point, all of us will be using roads - say to take a sick relative to the hospital, or use a taxi to get to the station when we have luggage etc. What about ambulances? City services like buses, garbage handling, road repair services, maintenance of water utilities? They do not use public transport but use only road transport. Make them even more inefficient & leave them struggling in traffic pile ups?

Roads are necessary as much as public transport for various reasons. The plan should be to divert daily commuters to public transport which will anyway happen when road capacity is exhausted, but road capacity must be uniform along main arterial roads.

srinidhi's picture

Hope all your understandings

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Hope all your understandings and assumptions about the road intervention comes true and will be interesting to revisit this post in the next few years on what has been achieved.

Btw according to your stmt about uniform road width..that ORR is getting constrcted from 6 lanes to four lanes at SB currently..with the planned new bridge, it gets enhanced to 8 instead..then I guess we will need to widen the 6 lanes of ORR to 8 also someday!

About your other points..sorry they are not based on some ideologies..about rehabilitation..as BMRCL relies on KIADB to procure land for them..similarly KSDB or Housing Department in Govt.is surely better equipped to handle housing..I am sure BMRCL had other pressing issues to work on, like placing orders for additional coaches or planning/tendering UG sections efficiently..

About purple line extension to Kadugodi, I have always mantained metro lines had to connect places like EC and Whitefield in PH1 itself..it already had the catchment area..unfortunately it was not done..but atleast what could have been done by BMRCL is to retain the main line on OMR itself with a forethought of extensions towards WF and not turn left and bring it to grade at BYP..the maintenance line only could have turned turned inwards like they did on Tumkur rd..would have saved quite some money on construction and land acquisition for the extension..

About metro near graveyard..the thought there was again to try get that line, with a short detour,  cater to dense populated areas in Koramangala..which is reeling  under traffic issues..its not that BMRCL has not changed their plans at all..we did see that they did succumb to local politicians pressure to accomodate Hoodi jn turn..yes the argument could have been that there is phase 3 which would cater to the needs of Koramangala..but that is still decades away and still subject to redesign due to govt's other grandoise plans of elevated corridors thru city..

About my thoughts on roads, yes there is a need to ration it for sure..but again I do subscribe to the need for a signal free ORR..we do need road interventions but that again is the decission for another org, maybe bda in the absence of UMTA..because for example they woulfd be better equipped to think holistically, for ex about how to make the ORR signal free at JD mara jn along with the metro construction there..

Naveen's picture

Wishlists can't come true

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About metro near graveyard..the thought there was again to try get that line, with a short detour,  cater to dense populated areas in Koramangala..
Well, you first said that metro routes must not pass near graveyards. Now you say better coverage with detours. You had also claimed that routes in phase-1 were circuitous like Bangalore darshan. But detours that you come up with like the one above do not form part of any Bangalore darshan?
Koramangala is best connected in future phases with a separate properly planned & integrated line on Sarjapur road, not by creating darshans for people moving on other lines. Metro is being built for the next century. Better plan & do it properly instead of piecemeal planning like it has been with roads, even if it takes some time & effort.
ORR is getting constrcted from 6 lanes to four lanes at SB currently..with the planned new bridge, it gets enhanced to 8 instead..then I guess we will need to widen the 6 lanes of ORR to 8 also someday!
Sorry, ORR is 6+4 lanes of service roads. The BTM-Jayanagar section will be 8 lanes (4 elevated + 4 on surface) as there will be no service lanes - still lesser than ORR.
KSDB or Housing Department in Govt.is surely better equipped to handle housing. I am sure BMRCL had other pressing issues to work on, like placing orders for additional coaches or planning/tendering UG sections efficiently..
As I said earlier, primary responsibility for relocation of displaced is always the agency that is displacing them. And its up to govt how they manage it. You claiming expertise about which agency is better equipped to handle what jobs doesn't make it so. Its the state machinery that knows issues better & delegates. And BMRC did do a satisfactory job of rehab.
 
You expect additional coaches to have been ordered when nothing was known about public response to a new system?
Sorry, but need for additional coaches is being felt only now, not ten years or five years ago. Even now, 3-coach trains are handling loads very well. Just check other cities like Mumbai /Delhi or even abroad & check how much higher the loads are on metro coaches there first before concluding that coaches should have been ordered at inception itself, taking unwanted financial risks without proof for needs. And fyi funds for additional coaches are not included with phase-1 for any metro project. It was the same for Delhi & Mumbai. BMRC is managing it within phase-2 budget fyi.
 
And your version about planning/tendering UG sections efficiently was that BMRC should have discussed with bidders to bring price down after bids had been received. So, according to you, BMRC should have engaged in horse trading?? Sorry, thats not efficiency but poor business practice. BMRC is bound by procedures, codes & ethics & is answerable to govt /public. It cannot follow bizarre ideas about how tendering has to be done.
I have always mantained metro lines had to connect places like EC and Whitefield in PH1 itself..it already had the catchment area..unfortunately it was not done..but atleast what could have been done by BMRCL is to retain the main line on OMR itself with a forethought of extensions towards WF and not turn left and bring it to grade at BYP..the maintenance line only could have turned turned inwards like they did on Tumkur rd..would have saved quite some money on construction and land acquisition for the extension..
I live close to ORR & know the area /road traffic very well. Until 2011, traffic was always manageable & ORR never seemed to need metro. In fact, it was thought of as a BRT corridor where state had already invested on split flyovers.
Core city congested catchment areas that were known decades earlier are the areas to be served first & foremost & tested for public response /acceptance of a new system, not some new areas that suits the convenience of a group & certainly not new areas where traffic has suddenly increased despite wider roads, far better BMTC services etc. And these areas sprang up midway through construction of ph-1 & became trafficky. They were never in the reckoning until past 2012 when ph-2 plans were prepared & under approval.
 
Are you suggesting that BMRC should have vetoed GoK /GoI & given priority to these areas? If these areas use private vehicles more than other areas, its their own preference & in a way, their own doing. BMRC is bound to build new lines based on their own studies, plans, budgets, restrictions, priorities, state /govt approvals etc. Wishlists & selfishness has to have limits too.
 
And your idea of a needless line on OMR, forethoughts of extensions to WF, maintenance line, saving money on construction and land acquisition sound very hollow & would have resulted in haphazaed planning that is totally wasteful.
 
According to you, they should not have built a depot at Baiyyappanahalli (where they had ready land), & should have extended line by 3km on OMR till KRPuram station with an 8km detour 'maintenance line' to Kadugodi, which would have been the shortest distance to the plantation?? With or without stations??
 
How much longer would ph-1 have taken then, waiting for land for the depot land with its uncertainties?? What about funding when they were already facing uncertainities with stuck TBM & delays? And who would fund a senseless 8km maintenance line, assuming this is your alternate plan for a depot? What about covering EPIP areas that have lot of offices & shifting of utilities?
 
Or have you surveyed & know of 40 acre land parcels closer in Whitefield for a depot? Maybe you even imagine acquisition of built up areas for a 40 acre depot! Sorry, but this all sounds like daydreaming. There's only so much that a new BMRC team could have done. Or were you expecting BMRC to undertake ph-1 & 2 (may be even ph-3) all in one go?? Sorry, when traffic volumes are so high & commuting is so hard for people, things have to be done one step at a time.
About my thoughts on roads, yes there is a need to ration it for sure..but again I do subscribe to the need for a signal free ORR..we do need road interventions but that again is the decission for another org, maybe bda in the absence of UMTA..because for example they woulfd be better equipped to think holistically, for ex about how to make the ORR signal free at JD mara jn along with the metro construction there..
As I said, I generally agree to restraining needless road expansion but not at the cost of having a proper road network & roads with identical widths throughout, so far as possible, particularly ORR. The BTM section of ORR certainly is a bottle neck that needs further road augmentation to bring it in conformance with the rest of ORR. And this can't be done merely by "signal-freeing" the constricted 4-lane narrower section like you suggest. Doing such will result in continuing the mile long traffic pile ups for ever. Besides, there are retail outlets, offices etc on ORR in BTM with no service roads.
srinidhi's picture

Well, you first said that

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Well, you first said that metro routes must not pass near graveyards. Now you say better coverage with detours. You had also claimed that routes in phase-1 were circuitous like Bangalore darshan. But detours that you come up with like the one above do not form part of any Bangalore darshan?

 

When we are already on a darshan tour with metro why not enhance it...more circuitous the merrier..let the lucky ones riding the CRS (when ever that comes, that is) get the benefit of the shorter faster rides into the city. 
 
Sorry, ORR is 6+4 lanes of service roads. The BTM-Jayanagar section will be 8 lanes (4 elevated + 4 on surface) as there will be no service lanes - still lesser than ORR
 

Oh no..only if they could have done 3+3 elevated instead of 2+2, wonder how to accomodate those 2 lanes now..

I live close to ORR & know the area /road traffic very well. Until 2011, traffic was always manageable & ORR never seemed to need metro

Please do not mention about traffic to both EC and Whitefield was anytime less dense and manageable at all in the 2000's. I have personally traversed both these routes travelling from south blr every day from 2003-2009 and I have experienced the worst traffic there. I even know of people who have quit good jobs just because they were not able to take the traffic stress back then.

And this can't be done merely by "signal-freeing" the constricted 4-lane narrower section like you suggest. Doing such will result in continuing the mile long traffic pile ups for ever. Besides, there are retail outlets, offices etc on ORR in BTM with no service roads.g

Fair enough, that is why I said a independent org like UMTA which understands transit best will need to plan it out

Btw its all too well known on what went wrong with ph1 and where BMRCL bungled. If you are in no mood to think otherwise and want to think that the cost it was done with and time that was taken was the best that could happen for the city, that is your perogative.

 

Naveen's picture

My views

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When we are already on a darshan tour with metro why not enhance it...more circuitous the merrier..let the lucky ones riding the CRS (when ever that comes, that is) get the benefit of the shorter faster rides into the city.
No doubt Commuter rail is always fastest over long distances in any city. Metro rail increases catchment by going on arterial roads but does not need to deviate excessively to increase catchments when several phases are planned. In a city like Bangalore that has massive road dependence & huge traffic issues, phased development of metro with many lines is the only option.
Oh no..only if they could have done 3+3 elevated instead of 2+2, wonder how to accomodate those 2 lanes now..
They can't do elevated 3+3 on a road below that is just 2+2. So, they are doing what is best possible.
Please do not mention about traffic to both EC and Whitefield was anytime less dense and manageable at all in the 2000's. I have personally traversed both these routes travelling from south blr every day from 2003-2009 and I have experienced the worst traffic there. I even know of people who have quit good jobs just because they were not able to take the traffic stress back then.
Disagree about whitefield & ORR - I live nearby & know the area far better.
Hosur road did have very heavy traffic from long back but IT companies opted for an elevated road inspite of a widened surface road. So, it was IT companies themselves that insisted on an elevated road on priority, not GoK. Perhaps you should be questioning people like Narayana Murthy, R K Misra, Kiran Shaw etc who were instrumental in having the elevated road built over Hosur road.
 
And like I said, priority for metro must always be for those areas that are congested & bus movements restricted - like Majestic, Chikpet, City Mkt, Malleswaram, Seshadripuram, Ulsoor etc. Not for those areas that already have wide roads but are overrun by private vehicles. IT companies behaving irresponsibly & encouraging use of private vehicles by providing parking is the point here, not lack of priority by GoK or BMRCL.
Btw its all too well known on what went wrong with ph1 and where BMRCL bungled. If you are in no mood to think otherwise and want to think that the cost it was done with and time that was taken was the best that could happen for the city, that is your perogative.
Well, this is India, unlike China where construction speeds may be faster by violating safety, noise /dust & work standards.
My opinion is that one should not keep nagging repeatedly & finding all sorts of ways to keep blaming BMRC endlessly, particularly when its a new & inexperienced org & were facing huge challenges, uncertainities & obstacles.
 
I would blame them for the long delay with phase-2's UG that has still not commenced rather than ph-1 that was far more difficult & in congested /rocky conditions, as acknowledged by all the tunnel experts as also international magazines like tunneltalk. Consultants like DMRC were also poor & hadn't helped. So, I would leave it there, but thats me.
 
If you choose to keep thinking that an 8km maintenance line etc should have also been undertaken & more uncertainities roped in despite all the problems, thats your prerogative.
 
However, I firmly believe that any complex project must never undertake more challenges when there already are enough problems. The chances of wastage, improper planning & execution would multiply several fold. Thus, postponement & proper planning later are better to get best outcomes even if it causes delays or an increase in budget - thats my view.

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