Fraud or Freeway? The Bangalore Mysore Expressway - Alternatives.
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Proposals for alternatives to the Bangalore Mysore Infrastructure Corridor exist with the Government of Karnataka.

Rail | Road | Summary | Conclusion

1. Doubling the railway corridor:

In Brief

  • Two railway expansion options, one costing Rs.500 Crores and the other costing Rs.200 crores, with minimal environmental and social costs are available with the govt.

  • A WB assisted and monitored Rs.1700 crore project is underway to upgrade the state highways to international standards. The Bangalore-Mysore state highway has been deliberately excluded under this project.

  • Yet, the GoK is independently upgrading the Bangalore-Mysore highway with HUDCO funding.

  • The Environmental Impact Assessement document of the BMIC project suppresses information of the availability of these proposals and dismisses their very feasibility.
    • It has been admitted in the EIA (Ch. 1: p4 of 36) that the existing single-track railway corridor between Bangalore and Mysore supports the movement of 10 passenger and 4 freight trains "in each direction". It has also been admitted that over 10,000 passengers travel by train "in each direction" every day. Consequently, it could easily be assumed that the doubling of the tracks would allow for the movement of at least 40,000 passengers daily, with existing trains. This move would thus take half the pressure off the existing 80,000 trips daily from all modes of transport.

    Deo & Associates Proposal: The Karnataka State Planning Board and National Institute of Advanced Studies commissioned a study by M/s Deo & Associates during September 19981 to understand the feasibility of developing the existing railway line into a "High Speed Double Track Electric Rail Link" between Bangalore and Mysore. This study has concluded that the track doubling and electrification can be achieved for a cost of "Rs. 500 crores for using existing alignment and Indian technology for doubling and electrification" and that "it can provide a service every 20 minutes during peak hours". The report adds that such a service "can be expanded in future to 10 minutes interval." It proposes that with "I hour travel and frequent service many will shift to Mysore… and work in Bangalore due to climate, culture, education and other factors". Such a corridor, the report indicates, "can provide passenger journeys of about 60,000 per day". Marginal land acquisition will be involved to accommodate "moderate changes at few places" to reduce rail distance to "about 120 kms. from 139 kms. at present". A relevant extract from this study is available.

    Southern Railways Proposal: Mr. N. Krithivasan, General Manager, Southern Railways, has categorically stated that the Railways is prepared to "cover 50% of the cost" of doubling the track between Bangalore and Mysore. He describes this project as a "definite reality" and proposes the estimate cost, including electrification, to be around Rs. 200 crores. He also has stated that the Railways have already committed to support the doubling of the railway track between Bangalore and Ramanagara, a distance of 60 kms. and that with the support of the GoK, the rest of the distance to Mysore could be easily covered. In this connection, he explains that HUDCO has come up with a proposal to develop colonies on land within a two kms. radius of the existing stations, and the amount generated from this could be channeled towards the track doubling cost. Even as the track itself would not require additional land acquisition, the colonies would come up in existing urban areas in stations along the railway corridor (6 points in all), not just Bangalore and Mysore, and therefore land was not a problem in most places. A copy of The Hindu article dated 01 June 2000 describing this proposal available.

    Rail | Road | Summary | Conclusion

    2. Upgrading existing road networks:

    The World Bank has in the first half of 2001 sanctioned a loan amount equivalent to US$ 360 millions (approx. Rs. 1,700 crores) towards upgradation of the road network in Karnataka. The project includes funds for monitoring, logistics upgradation and management training for the Public Works Department of GoK, which is the Implementor. A copy of the Bank document detailing loan features for the Karnataka State Highways Improvement Project ID No. P070421 is available.

    This huge WB-GoK project does not include funds for upgrading the Bangalore-Mysore SH-17 state highway. At the time the World Bank and GoK were working on the proposal, it was assumed with clear bias that the Bangalore Mysore Infrastructure Corridor project (BMIC) that involves the expressway will be cleared. This effectively demonstrates the "fait accompli" attitude of the government, that has pushed through various clearances for this project, despite strong and continuing opposition on environmental and human rights grounds.

    The GoK has decided to upgrade SH-17 anyway. The Karnataka Road Development Corporation has already come up with a scheme for upgrading the highway to a two-lane carriage-way with motorable shoulder and adequate pavement, with funding from HUDCO. This would involve minimal land acquisition, ensure improved safety of travel as existing design problems that are causing accidents will be straightened out and the quality of the road will be improved to cater to higher speeds and volumes.

    Rail | Road | Summary | Conclusion

    Summary:

    The cost of doubling of the railway corridor and development of the existing road does not exceed Rs. 700 crores. Further these involve significantly lesser environmental impact and obviate the need for extensive land acquisition resulting in displacement of rural communities who have no other resort for shelter but slums or slum-like urban settings. Considering these viable options, especially the desired reliance on public transport systems, it would seem probable that the existing pressure on Bangalore City in particular, and Mysore as well can be eased.

    Rail | Road | Summary | Conclusion

    Conclusion:

    It should be noted that the Environmental Impact Assessment (EIA) done by M/S MECON on behalf of NICE does not reveal any of the existing proposals. This despite the requirement in section 1.2.5 of the Ministry of Environment and Forests issued EIA Manual that:

    : "For every project, possible alternatives should be identified and environmental attributes compared. Alternatives should cover both project location and process technologies. Alternatives should consider 'no project' option also. Alternatives should then be ranked for selection of the best environmental option for optimum economic benefits to the community at large."

    Not only does the EIA deliberately suppress these alternatives, it dismisses even the notion that these are feasible, without any reasonable justification, and proceeds to eulogise the heavily land and resource reliant Bangalore Mysore Corridor project as the only option for the future. This approach of the promoters of BMIC must be particularly studied in the context of this statement in the EIA:

    "(b)y limiting access to the expressway and charging tolls, local traffic will be discouraged from using the Corridor" (Ch.2, p. 14 of 36).

    The question then is: for whom is the expressway being built? It would be a travesty of our times if such clearly feasible, fully accessible and publicly manageable proposals were given short shrift.

    Rail | Road | Summary | Conclusion
    1. The Bangalore-Mysore Corridor: A Feasibility Proposal, Technical, Economic and Social Potential, Development Aimed Around a High Speed Double Track Electric Rail Link; Prepared for The State Planning Board, Government of Karnataka and National Institute of Advanced Studies, Bangalore, by Deo & Associates, Pune; 25 September 1998.
    2. This report is based on the May 2001 representation made by Environment Support Group, Bangalore to the Ministry of Environment and Forests.

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