Bengaluru commuters could end up paying ₹318 for a one‑way trip on a newly proposed tunnel road, as the detailed project report revises the toll rate from ₹16 to ₹19 per km. The 16.75 km subterranean link between Hebbal and Silk Board aims to decongest traffic but raises fresh concerns about affordability and viability. According to the new DPR by Rodic Consultants, the ₹19/km rate reflects projected traffic density and anticipated growth along the corridor.
This places Bengaluru’s tunnel in the same league as Mumbai’s Trans‑Harbour link, which charges ₹250 for 22 km, yet experts warn that domestic commuters may not demonstrate equal willingness to pay. Mobility specialists have flagged the absence of a “willingness to pay” survey in expectations of commuter affordability. Experts caution that without such validation, the tunnel may remain underused, threatening both social equity and financial viability. The ₹17,780‑crore tunnel project, sanctioned by the Karnataka cabinet, will proceed under a Build‑Own‑Operate‑Transfer (BOOT) model. The Bruhat Bengaluru Mahanagara Palike (BBMP) will cover 40 per cent of costs with viability gap funding, while the remaining 60 per cent will be borne by private developers. Yet revenue‑sharing terms remain unclear.
Critics argue the project design lacks scientific rigour. The DPR was reportedly prepared within three months—far shorter than typical timelines—without comprehensive traffic or geological surveys. This has drawn sharp critiques that the plan is based on recycled data and lacks current traffic analysis. Environmental and mobility analysts have voiced concerns. A recent study by IISc Bengaluru’s Sustainable Transportation Lab warns that constructing tunnels for private vehicles may reduce mass transit ridership, increasing congestion and carbon emissions. They recommend prioritising Metro and suburban rail, which promise higher capacity and equitable city access. Opposition has also emerged from civic leaders. A Mumbai‑based MP challenged the project’s cost, toll rates, and environmental assumptions, advocating for improved public transport instead On the government side, officials justify the ₹19/km rate due to high construction costs and the project’s long gestation—scheduled for completion in 2029–30.
They argue that the tunnel offers a faster North‑South alternate route and reduces congestion along arterial roads. Yet critics highlight Bengaluru’s deeper issues. Pothole‑ridden roads, inadequate stormwater drainage, and patchy public transport remain unaddressed. Many argue initial improvements should focus on upgrading existing infrastructure rather than constructing expensive tunnels. As Bengaluru eyes global infrastructure, questions of urban justice loom large. Will higher tolls exclude lower‑income commuters? Will public transit suffer? Will the tunnel truly cut emissions, or simply serve car‑owners? Without transparent commuter surveys, environmental impact assessments, and clear revenue terms, the project risks widening access divides.
Also Read :Uttar Pradesh Leads Indias Expressway Boom
