Potholes on Nashik Road flyover get worse
A few days ago, the authorities attempted to fill the larger potholes with paver blocks, but the road condition of the 1km flyover remains poor.
Motorists said driving a vehicle on the flyover is a frustrating experience. "If there is less traffic, motorists generally speed their vehicles over the flyover. Motorists realise the mistake when their vehicles hit the potholes or the exposed iron bars of the flyover, which at some places have popped out of the asphalt road," said Kishor Gaidhani, a farmer from Palse.
The four-lane flyover was constructed ahead of the March 2003 Kumbh Mela. It has a constant flow of heavy vehicles, mainly trucks moving from Nashik towards the Sinnar-Pune direction and those coming from Sinnar-Pune into Nashik city. Motorists often complained about their vehicle tyres getting punctured and damage to the wheel bearings due to the road condition.
The road is uneven throughout with patches of asphalt and potholes in between.
by Taboola
by Taboola
Sponsored Links
Sponsored Links
Promoted Links
Promoted Links
You May Like
Villas For Sale in Dubai Might Surprise You
Dubai villas | search ads
Get Deals
Undo
On the surface, the road appears neither good nor bad, but driving a vehicle, mainly a two-wheeler, is a terrible experience when speeding and honking trucks and cars behind make motorcyclists speed their scooters and bikes over the bumpy road, said Anil Tungar, a resident of Nashik Road.
The flyover has only two lanes on one side. A small repair work leads to a long queue of vehicles, said police. Many commuters also said they do not recollect when the entire flyover from Sinnar Phata to Datta Mandir was fully asphalted.
Inspector Subhash Pawar, of the city traffic branch, said, "We have communicated with the authorities concerned to repair the flyover at the earliest."
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Time of India
22 minutes ago
- Time of India
Delhi govt requests SC to review 2018 blanket ban affecting middle class the most
ANI file photo NEW DELHI: In a bold step, the Delhi Govt on Friday requested the Supreme Court to reconsider its 2018 blanket ban on plying of over 10-year-old diesel and 15-year-old petrol vehicles on the roads of entire National Capital Region saying stricter BS-VI norm compliant vehicles emit far less pollutants compared to BS-IV vehicles. It requested the SC to direct the Union govt or Air Quality Management to 'carry out a suitable broad-based, scientific study on the need for continuance of a complete ban on playing of 15 or more years old petrol and 10 or more years old diesel vehicles of all categories in NCR, imposed by the SC through its order on Oct 10, 2018'. The Delhi govt said the blanket ban, not backed by any scientific study, does not differentiate between poorly maintained, The directive to off-road vehicles purely on the basis of age disproportionately affects the middle-class population whose vehicles are less used, well-maintained, and pollution norm compliant, the govt said. 'Studies indicate that these vehicles often have significantly lower annual mileage and contribute negligibly to overall emissions,' it said. It said the significant improvement in Pollution Under Control Technology, increased coverage of PUC testing, stricter monitoring of emission standards, transition to BS-VS engines and other measures have suitably addressed the concerns that had impelled the SC to pass the order seven years ago. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Remember Him? Sit Down Before You See What He Looks Like Now 33 Bridges Undo Road-worthiness is a technical and scientific issue that must be linked to actual emissions of a vehicle, which is required to be banned, and not a blanket ban based on the age of the vehicles, it said, echoing the popular sentiments of people living in the national capital region and Delhi. Delhi govt, through an application settled by additional solicitor general Aishwarya Bhati, said, 'There is a need for a graded, balanced and technology riven regime to handle vehicular pollution issue and instead of blanket ban, a scientific, data-driven framework should be developed taking into account all parameters to ascertain individual emission levels of vehicles.' Repeatedly stressing that the 2018 blanket ban order needs reconsideration, the BJP govt said vehicular pollution constitutes only one of the several sources of air-pollution, including stubble burning, biomass burning, road and construction dust, industrial emissions coupled with weather and meteorological factors and the intensity of pollution varies from season to season. Delhi govt said its transport department has strictly implemented PUC has resulted in issuance of 1,63,103 challans in the first seven months of this year, compared to 29,589 challans issued in 2021, 43,494 in 2022, 36,176 in 2023, and 68,077 in 2024. It said with the augmentation of CNG and electric buses and improvement in road infrastructure, the pollution caused by vehicles has reduced. It said the good AQI days have increased from 159 in 2018 to 209 in 2024 and good AQI days this year till July was 106. The robust implementation of Graded Response Plan (GRAP) has contributed to reducing pollution in the national capital, it said.
Time of India
5 hours ago
- Time of India
Mobility apartheid
The new expressway model turns a public road into a revenue corridor, creating a two-tier system that excludes the majority By: Sridhar Radhakrishnan NH-66, when first envisioned, promised a modern, six-lane road to ease traffic and connect Kerala's dense population. It was a dream sold to us all. But as the highway nears completion, it has become clear: This is not a road for everyone. For most, the dream has turned into a nightmare. The emerging highway favours speed and privilege over the real mobility needs of ordinary citizens. What was meant to connect is now dividing—creating a corridor of exclusion under the guise of development. The project is turning into a textbook example of 'mobility apartheid'. Expanded under Bharatmala Pariyojana , this lifeline is now a six-lane, access-controlled motorway, mostly elevated, that bypasses cities, towns and villages. It excludes precisely those who depended on the original two-lane road—locals, workers, students and families. It is no longer a public road, but a fast track reserved for the few. Worse, the road is rising on land it shouldn't—over wetlands, paddy fields and natural floodplains. It has been built in defiance of Kerala's natural terrain and the flow of water. Embankments built throughout the highway have cut across the east-west flow, against all warnings and local public protests. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like No annual fees for life UnionBank Credit Card Apply Now Undo Kerala's roads are dominated by two-wheelers and autorickshaws. Out of 1 crore vehicles, nearly 72 lakh are two- and three-wheelers—lifelines for students, farmers, vendors and families. Yet NH-66 excludes them. While cars and lorries glide along the expressway, others are pushed onto broken, waterlogged service roads. Even tractors and trailers must crawl through these 'cattle class' lanes. Often, these service roads and underpasses were built as an afterthought, with minimal consideration to water drainage or commuter safety. In many stretches, local people report that service roads flood faster than before and some have become practically unusable during heavy rains. This did not happen by mistake or oversight. It happened by design. Under the hybrid annuity model, private contractors build the highway with 40% central funding upfront and NHAI is committed to paying them the full cost through the collection of tolls. This model, pushed by the Centre, incentivises high-speed traffic and revenue. The result: A road built for trucks and SUVs, while the people living along it, the original beneficiaries, get fewer access points, poorer roads and unaffordable tolls. A full journey on NH-66 could now cost over Rs 1,650—unaffordable for most of the population. NH-66 is no longer a shared road but a revenue entity that cuts out slower, local traffic. Access ramps are kilometres away from homes, schools, hospitals and markets. The social costs are enormous: Children miss school, small shops lose customers, and communities get cut off behind embankments and chaotic service roads. NH-66 doesn't just split society—it carves up the land. The old road flowed with Kerala's terrain, weaving through villages and water bodies. The new one rises like a wall, disconnecting east from west, upper land from lowlands. Water can't flow freely across it, nor can people move freely. In this plan, speed wins and people lose. What's most troubling is how this happened—with almost no public debate. Neither the Modi govt and the NHAI under Nitin Gadkari , nor the LDF govt in Kerala under Pinarayi Vijayan and PWD Minister Muhammed Riyas, allowed for meaningful consultation. Land was acquired in haste. Environmental concerns were waved aside. The Left and Right moved in sync—not to help people, but to bypass them. Revised Detailed Project Reports (DPRs) introduced elevated sections, toll plazas, and grade-separated junctions without explanation. The project was split into under-100 km segments to sidestep environmental and social impact assessments. Community protests, like the one in Keezhattoor, were suppressed. Even legally protected paddy fields were not spared. The shift from a common road to an access-controlled toll-paid corridor isn't just a technical shift—it's a political one. By cutting off two- and three-wheelers and tractors, the govt has created a two-tier road system: Fast lanes for the elite and broken lanes for everyone else. This violates the very principles of public infrastructure—equity and fairness. The embankment collapse in Kooriyad in May 2025 should have shaken the system. It didn't. It buried not only wetlands and paddy fields, but also public trust. Investigations exposed engineering and hydrological flaws. But the deeper issue remains: The systemic exclusion of the poor. Now, in July 2025, a second tragedy—a hill collapse in Cheravathoor, Kasaragod—has once again revealed the fragility of this project. Vehicles were buried. A contractor was fined. But accountability remains elusive. And once again, the public pays the price. As Kerala mourns the passing of former chief minister V S Achuthanandan, it's impossible not to wonder—would VS have allowed this? He was a leader who stood with the displaced, questioned reckless development and listened before damage was done. He would have sided with the protesters in Keezhattoor. He would have defended the wetlands. Above all, he would have defended the idea that infrastructure must serve the people, not bypass them. Today, that voice of clarity is missing. In its absence, NH-66 continues to rise—a concrete barrier that cuts across land, water, and society. It divides Kerala into those who can afford to glide over it, and those left stranded below. So, what must be done? Firstly, all modes of transport must regain access to the main line of NH 66. Service roads need widening and flood-proofing. Daily local users must be exempted from high tolls. DPRs and flood data should be released publicly and communities must be consulted on all changes. Kerala's infrastructure must align with its geography. Embankments should give way to viaducts in flood-prone zones. Paddy fields and wetlands must be preserved. A complete hydrological review of NH66 is urgently needed—and it must be transparent. NH66 was sold to the people as a promise. It must not become a betrayal. A public road must remain just that—public. If we act now, it can still be redesigned and made inclusive. It doesn't have to be a wall that divides Kerala. (The author is an environmental and social justice activist. He writes about democracy, ecology, agriculture, development and climate concerns)
Time of India
7 hours ago
- Time of India
European country Tesla CEO Elon Musk 'name checked' during earnings call for 171% jump in sales, announces 'surprise tax hike'
Tesla is facing tough time in Europe. Ever since Elon Musk decided to join Donald Trump's government, his political decisions have hurt the Electronic VEhicle (EV) maker almost across Europe. Elon Musk's souring ties with President Trump's administration too has not helped. The only bright spot in Europe for Tesla has been Turkey. In Europe, Turkey has been one of Tesla's fastest-growing markets. However, Tesla's efforts to mitigate slumping European sales with gains in Turkey may be at risk after a surprise tax hike in the country. Turkey has raised the lowest tier of its special consumption tax for electric vehicles — which includes Tesla's top-selling Model Y — to 25% from 10%, according to a presidential decree published in the country's Official Gazette. Tesla sales jump 171% in Turkey Turkey has emerged as an increasingly significant market for Tesla, helping alleviate falling demand elsewhere in Europe. In fact, CEO Elon Musk name-checked the country during the company's quarterly earnings call recently. Tesla sales in the country soared 171% in June to 7,235 units, with the Model Y taking the top spot among EVs. In same month, Tesla registrations across Europe dropped 23% to 34,781 vehicles, according to data published Thursday by the European Automobile Manufacturers' Association. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Brain tumor has left my son feeling miserable; please help! Donate For Health Donate Now Undo What helped Tesla grow in Turkey Tesla's success in Turkey, driven by a locally tailored Model Y qualifying for a 10% tax rate, faces challenges as a new levy could raise prices by about $6,000, potentially dampening demand. Previously priced at 1.87 million liras ($46,100), the Model Y may lose its edge, while many combustion-engine competitors' tax brackets remain unchanged. This tax hike compounds issues for Tesla CEO Elon Musk, who has flagged tough quarters ahead due to fading US EV subsidies and delays in autonomous vehicle progress. The policy shift also threatens competitors like BYD Co., which plans local production in Turkey and offers models like the Dolphin, Atto 3, and Seal in the same low-tax bracket. Other manufacturers, including Volkswagen AG, Hyundai Motor Co., and Stellantis NV, with affordable EVs in Turkey, may also feel the impact. AI Masterclass for Students. Upskill Young Ones Today!– Join Now
