logo
GDA seeks ₹2,400 cr for 21 infrastructure projects

GDA seeks ₹2,400 cr for 21 infrastructure projects

Hindustan Times19-06-2025
Ghaziabad: The Ghaziabad Development Authority (GDA) has submitted a list of 21 infrastructure projects to the Uttar Pradesh housing and urban planning department and sought ₹2,441.9 crore as funds for their execution, officials said Wednesday.
Officials said a demand was raised to seek funds under the 16th Finance Commission. The list of projects includes demand for funds for major projects like the Metro extension from Sector 62, Noida to Sahibabad, for construction of slip roads of the Hindon elevated road; for multi-level automated parking in Raj Nagar District Centre; for redevelopment and beautification of 124 acres of city forest at Karhera; and for development of different zonal plan roads, among other facilities.
'The list of 21 projects and the funds required has been sent to state officials. The GDA has only sought the construction costs involved, and the land costs would be borne by the authority,' said GDA media coordinator Rudresh Shukla.
The discussions about funds were held during a video conference on May 14, officials said.
Senior UP housing board officials recently visited Ghaziabad, and sought construction of two slip roads to join the 10.3 kilometre (km) Hindon elevated road.
Under the plan, the GDA has proposed to build two ramps on the Hindon Elevated Road - an entry ramp in Indirapuram on the carriageway from Raj Nagar Extension to UP Gate and an exit ramp in Vasundhara on the carriageway from UP Gate to Raj Nagar Extension.
The GDA has sought ₹200 crore funds to execute the project.
As regards the Metro extension, the plans have been underway since 2020, but the denial of funding by the state government has hindered the project.
In January 2020, the Delhi Metro Rail Corporation (DMRC) submitted two detailed project reports (DPRs) to GDA -- one of ₹1,517 crore for the Sector 62 to Sahibabad route, and the other of ₹1,808.22 crore for the Vaishali to Mohan Nagar route. In 2023, the authority decided to go ahead with the Sector 62 to Sahibabad route.
The UP government had denied funds for the link in January 2023. Later, in May 2023, it again declined the authority's request for 50% funding for the proposed Metro Link.
In January 2024, the DMRC submitted revised cost estimates of ₹1,873.31 crore for this route.
The GDA in its list has now sought funds of ₹1,873.31 crore for the Metro extension.
'Since GDA has limited funds, it has sought funding for these 21 projects from the Centre's 16th Finance Commission. The authority, with a lot of effort, was able to settle its two major loans amounting to about ₹1,500 crore in April. So, we now intend to go ahead with these projects,' Shukla added.
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

‘Bengaluru's terrain suitable for tunnelling, 40 acres of additional land required': B-SMILE technical director addresses concerns about tunnel road project
‘Bengaluru's terrain suitable for tunnelling, 40 acres of additional land required': B-SMILE technical director addresses concerns about tunnel road project

Indian Express

timean hour ago

  • Indian Express

‘Bengaluru's terrain suitable for tunnelling, 40 acres of additional land required': B-SMILE technical director addresses concerns about tunnel road project

Brand Bengaluru's ambitious 16.75 km tunnel road project (TRP) connecting Hebbal and Silk Board junction is in the eye of a storm. From experts at the Indian Institute of Science (IISc) Bengaluru calling it unscientific to the government's own think tank Directorate of Urban Land Transport (DULT) observing that it does not align with city's Comprehensive Mobility Goal (CMP), the project, built at a cost of Rs 17,698 crore, is at the receiving end of severe criticism. BS Prahallad, technical director of B-SMILE (Bengaluru Smart Infrastructure Limited), a special purpose vehicle executing critical infrastructure projects in Bengaluru, speaks to The Indian Express, breaking down the genesis of the tunnel road project, environmental impact, financial models, and addresses some of the key criticisms over the project. Excerpts from an interview. Q. What is the genesis of the tunnel project? Prahallad: The tunnel project addresses the missing connectivity between Silk Board and Hebbal. Elevated corridors already exist on Hosur Road and Bellary Road, but the central NH stretch through the city was de-notified. Widening or building elevated roads here faced major challenges—land acquisition, displacement, and large-scale tree removal. Geological studies, including those by Belgian experts, confirmed that Bengaluru's rocky terrain is suitable for tunnelling. Inspired also by Mumbai's coastal road tunnel, this project was chosen as a hazard-free solution to integrate the city's north–south and east–west corridors. Q. IISc Bengaluru has called the project unscientific. What is your response? Prahallad: IISc suggested that tunnels may only shift traffic. However, our detailed traffic study provides an end-to-end solution that disperses traffic rather than relocating it. The city's road space has remained constant while vehicles have grown exponentially. Alongside the tunnel, multi-modal options like suburban rail, Metro, and pod taxis are being developed. With TOD encouraging vertical growth, private vehicle usage is expected to peak around 2035 and gradually decline. Bengaluru is not new to tunnelling—Metro has already executed 40–45 km successfully. Q. How was the 40 per cent VGF figure arrived at? Prahallad: Government policy caps VGF at 40 per cent for BOOT (Build-Own-Operate-Transfer) projects. Here, we are adopting a modified BOOT model—40 per cent fixed VGF with a flexible concession period. Financial analysis by BCG confirmed this as the most viable option. The concessionaire brings 60 per cent investment, while the government's share is borrowed from HUDCO and repaid through Premium FAR fees collected by BBMP. It is not directly funded by Bengaluru's common taxpayers, instead indirectly. If the concessionaire recovers costs earlier, the project reverts to the government sooner. Q. DPR indicates over 20 potential gridlock points. How will you address this? Prahallad: We are acquiring about 40.6 acres for ramps and shafts—28.5 acres of government land and 11.5 acres of private land. This ensures we don't squeeze traffic into the existing road width. Most shaft sites are located on government lands, such as KIADB, Race Course, and Lalbagh, thereby minimising the impact on private land. By planning entry and exit ramps with adequate space, we aim to prevent bottlenecks. We have also allocated Rs 800 crore for land acquisition, as against the initial estimation of Rs 600 crore. Q. The DULT says the project doesn't align with the Comprehensive Mobility Plan. What do you have to say? Prahallad: We studied the DULT's remarks carefully. The primary reason for proposing this tunnel is that the highest traffic density is along the north–south and the east–west corridors, which were once part of the National Highway network. The movement of people from the southern parts of the city to the north, and vice versa, cannot be avoided—it is indispensable. That is why this corridor has been identified as a principal proposal. Q. Has the project received Section 19 BMLTA approval? Prahallad: Yes, the government consulted the Bengaluru Metropolitan Land Transport Authority (BMLTA), but since rules are not fully framed, the agency directed us to take an appropriate decision at the government level. Following this, the Urban Development Department formed a committee headed by a BMRCL executive. The committee reviewed feasibility, alignment, cost estimates, and even the number of geotechnical surveys done (18 instead of 14). Their final recommendation was clear—the project is feasible, but to allow a 10–15 per cent cushion for unforeseen conditions. Q. Will tunnel congestion worsen with more cars in the future? Prahallad: Our projections show vehicle growth at 7 per cent annually for the first six years, 5 per cent for the next seven years, and 4 per cent from year 15 onwards. Private vehicle use will peak by 2035 but then decline with better public transport and TOD. By 2040, the traffic growth rate is expected to stabilise at just 4 per cent, making tunnel congestion manageable. Q. Are autos and two-wheelers permitted? Prahallad: No. This is an NHAI directive, not a state decision. Two-wheelers are barred from tunnels across India, including Mumbai, for safety, speed, and security reasons. Q. What about buses? Prahallad: Yes, buses will be allowed. Early financial models excluded them from revenue calculations, which caused confusion. The final DPR makes it clear—public buses, mini-buses, and electric buses will use the tunnel. Q. Will buses get a dedicated lane? Prahallad: The design provides a 10.5m-wide, 3-lane carriageway with footpaths and refuge bays. If bus demand grows significantly, a dedicated bus lane can be introduced. The design leaves this flexibility open. Q. Why retail and commercial spaces at shafts? Prahallad: Shaft areas would remain underutilised if used only for ventilation. By adding retail, we encourage transit-oriented development and create commuter-friendly hubs. It's similar to multiplexes in malls—mobility combined with amenities attracts more users and prevents these spaces from going to waste. Q. How will you avoid risks to Metro structures? Prahallad: The tunnel is 120 feet deep, while Metro tunnels are only about 60 feet. Our alignment ensures at least '2D' clearance below Metro lines, and additional engineering care will be taken at critical crossings. Such points will receive additional engineering care during the construction phase. So there is no reason for apprehension. Q. Why is there no Environment Impact Assessment (EIA), especially after the Silkyara tunnel collapse in Uttarakhand? Prahallad: Under the Centre's 2006 notification, no EIA is required. More importantly, Bengaluru's hard granite rock is stable and conducive for tunnelling, unlike the fragile geology in Uttarakhand, which is one of the rarest of the rare cases. Nevertheless, safety precautions are being built into the project. Q. What about environmental concerns at Lalbagh? Prahallad: The tunnel runs deep underground and won't disturb surface ecology or groundwater. Precautions will be taken, but similar Metro tunnelling of 40–45 km in Bengaluru faced no objections. Q. The consultants selected for DPR and feasibility are under scrutiny. Why was such a company chosen? Prahallad: As per the law of the land, any party has the right to defend themselves. In this case, the companies in question have obtained stay orders from courts against blacklisting from various entities and defended themselves legally. Until the final judgment, we are bound by the law to allow their participation. Q: How was the response to the pre-bid meeting with construction companies? Prahallad: Very positive. All leading Indian infrastructure companies participated, along with interest from international players through Indian partnerships. No major objections were raised—only requests for more time to study details, for which we have extended the tender receipt bids till August 21. Q. The toll of Rs 330 (around Rs 20/km) is being criticised. Is it justified? Prahallad: First, tolling will start only after project completion—around 2030–31, not today. Second, only tunnel users will pay; surface roads remain toll-free. The rates follow the formula under the state government's 2008 notification, which is applied across the state. This is not unique to our project—similar tolls are already collected on elevated corridors in Electronic City and NICE infrastructure corridors. Q. The DPR mentions a 51-month deadline. Is that realistic? Prahallad: Yes. With six tunnel boring machines (TBMs), the pace is about 100m/month, which gives a 48–63 month timeline. If we use eight high-speed TBMs, the progress could double to 200m/month, reducing the timeline to 36 months for boring, plus finishing work. Tunnelling is now standard technology worldwide, and costs and timelines improve with every project.

Cricket association plan offers fresh hope for stadium stalled for over a decade in Ghaziabad
Cricket association plan offers fresh hope for stadium stalled for over a decade in Ghaziabad

Time of India

time9 hours ago

  • Time of India

Cricket association plan offers fresh hope for stadium stalled for over a decade in Ghaziabad

Ghaziabad: A long-stalled plan to build a cricket stadium in Ghaziabad may finally move forward after the Uttar Pradesh Cricket Association (UPCA) proposed developing it through a public-private partnership. The project, first announced in 2014, had been stuck for years due to disputes with the Ghaziabad Development Authority (GDA) over floor area ratio. In June, chief minister Yogi Adityanath directed the GDA to take over the project on 31 acres of earmarked land. However, officials are now reconsidering after the UPCA's fresh proposal. You Can Also Check: Noida AQI | Weather in Noida | Bank Holidays in Noida | Public Holidays in Noida | Gold Rates Today in Noida | Silver Rates Today in Noida Meanwhile, Rakesh Mishra, UPCA convenor for the stadium committee, said, "We have written to GDA seeking to develop the stadium on a PPP model alongside UPCA. We have the technical expertise in developing stadiums, and it will be UPCA that will decide on the matches that will be held." A GDA official, meanwhile, said, "The UPCA's proposal is being considered, and a decision in this regard will be taken up after consultations with higher officials." While addressing the press, CM Adityanath on June 26 had said that BCCI wanted to make a cricket stadium in Ghaziabad, but due to some reasons, it has not happened. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Could This NEW Collagen Blend Finally Reduce Your Cellulite? Vitauthority Learn More Undo He directed GDA to take up the project, and further said that the stadium will be constructed and managed by the development authority. The moot point between GDA and UPCA, which has led to a stalemate, is the latter's demand that they be granted a higher FAR. As per the rule, the permissible floor area ratio for recreational green land use is 0.10, and UPCA is asking for an FAR between 1.2 and 1.5. The stadium is estimated to be built at Rs 450 crore, out of which Rs 70 crore was spent on acquiring land from farmers by the apex cricket body. Once ready, it will have a capacity to accommodate about 55,000 people. Stay updated with the latest local news from your city on Times of India (TOI). Check upcoming bank holidays , public holidays , and current gold rates and silver prices in your area.

Nexus with contractors? GDA set to transfer 76 supervisors
Nexus with contractors? GDA set to transfer 76 supervisors

Time of India

time11 hours ago

  • Time of India

Nexus with contractors? GDA set to transfer 76 supervisors

Ghaziabad: Ghaziabad Development Authority (GDA) is set to transfer 76 supervisors following persistent complaints of collusion with contractors in facilitating illegal construction. Residents also allege that supervisors, working in tandem with private builders, demand hefty sums to overlook unauthorised floors. GDA has around 200 supervisors in the seven zones under it, but its manual does not specify a maximum tenure for postings before an employee can be shifted. Many of the supervisors on the list have been posted in the same zone for more than five years. Officials admitted that supervisors posted in the same zones for years had formed "unholy alliances" with local realtors, and said the reshuffle aimed to curb the spread of illegal colonies, which have risen from 321 in 2021 to 351, occupying around 3,000 acres. You Can Also Check: Noida AQI | Weather in Noida | Bank Holidays in Noida | Public Holidays in Noida | Gold Rates Today in Noida | Silver Rates Today in Noida While the GDA work manual states that a supervisor's role includes reporting any illegal construction to the zone's junior engineer and senior officials but for all practical purposes, they are considered to be GDA's eyes and ears and their foot soldiers. Supervisors are also tasked with checking the quality of construction materials and ensuring that all work is carried out in line with the approved plan. However, their nexus with contractors runs deep. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like A Teaspoon Before Bed Burns Body Fat - Fit Into Your Clothes Again! Health & Family Click Here Undo A Vaishali resident told TOI, a contractor allegedly sought Rs 40,000 on behalf of a GDA official to allow his family to construct an additional floor in their two-storey flat. "We hired a private contractor, prepared a cost estimate, and even had construction material delivered," he said. But that evening, a GDA supervisor reached their house and warned the family that the work violated regulations. Unsure how to proceed, the family considered abandoning the plan. "But the contractor assured me it could be 'managed' for Rs 40,000. Construction went ahead without further interference. Only later did I realise the nexus between contractors and supervisors," he added. According to a GDA official, despite checks and balances, illegal construction has been unabated in the city. "We deduced that many of the supervisors are working in the same zone for years and have developed a nexus with contractors, allowing illegal construction. This nexus needs to be broken, for which GDA has prepared a list of 76 supervisors who will be transferred to other zones." Stay updated with the latest local news from your city on Times of India (TOI). Check upcoming bank holidays , public holidays , and current gold rates and silver prices in your area.

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store