The Karnataka High Court has once again taken up the persistent problem of potholes and deteriorating roads in Bengaluru, directing the Bruhat Bengaluru Mahanagara Palike (BBMP) to provide detailed information about the mechanism it has adopted to identify, repair and prevent potholes across the city. The direction was issued on August 14, 2026, after the civic body informed the Court that as many as 10,202 potholes had been identified and repaired between April 2026 and the date of the hearing. Despite the claimed repairs, the Court sought a comprehensive account of the system being followed by BBMP to tackle what has become a recurring problem affecting motorists and pedestrians in Bengaluru.
The matter was heard by a Division Bench comprising Chief Justice Vibhu Bakhru and Justice K.S. Hemalekha. The proceedings arise from a Public Interest Litigation filed in 2015 by Vijayan Menon, which seeks directions for filling potholes on major and arterial roads in Bengaluru and for removing encroachments affecting storm-water drains. The long-pending PIL reflects concerns about the condition and maintenance of Bengaluru's road infrastructure and the consequences that poorly maintained roads can have for ordinary members of the public.
During the latest hearing, the BBMP informed the High Court that 10,202 potholes had already been identified and repaired since April 2026. While this figure indicates that the civic body has undertaken substantial repair work, the Court was not satisfied with merely receiving a numerical account of repairs. It directed BBMP to file an affidavit explaining the mechanism through which the civic authority addresses the pothole problem. The Court's direction places emphasis not merely on the number of potholes repaired but on whether there is an effective, systematic and continuing policy for maintaining roads in good condition.
The affidavit sought by the Court is expected to contain several categories of information. BBMP has been asked to explain the mechanism adopted every year to address potholes, the measures taken to repair and minimise the deterioration of roads, and comprehensive details concerning potholes that have been identified and repaired. This requirement is significant because it asks the civic body to demonstrate an institutional system rather than merely provide isolated information regarding individual repair activities. The Court appears concerned with understanding how BBMP identifies road defects, responds to them and seeks to prevent the recurring deterioration of roads.
The Court also asked the State Government Advocate to obtain instructions regarding the number of FIRs registered in cases involving deaths and injuries caused by potholes. This direction brings an important public-safety dimension to the proceedings. Potholes are not merely an issue of inconvenience or poor civic infrastructure; serious road defects can contribute to accidents, injuries and fatalities. By asking for information regarding FIRs connected with deaths and injuries allegedly caused by potholes, the Court has highlighted the potential consequences of inadequate road maintenance and the need to examine accountability when such incidents occur.
The issue of when the potholes would actually be filled was also raised before the Court. When the Bench sought a timeline from BBMP, its counsel stated that the repair process was ongoing. This response indicates that the civic body's pothole-repair work is being treated as a continuing exercise rather than a project with a single completion date. However, the Court's demand for an affidavit suggests that it wants more concrete information about the system through which this ongoing process is managed and the measures being adopted to ensure that roads do not repeatedly return to a dilapidated condition.
The latest proceedings are part of a much older legal battle. The PIL was originally filed in 2015, demonstrating that the problem of potholes and road maintenance has remained before the Karnataka High Court for more than a decade. The petitioner's grievance is that the condition of Bengaluru's roads has been poor and that adequate steps have not been taken by the authorities to permanently resolve the problem. The petition also highlights the need for specific and effective methods to address potholes rather than relying solely on temporary or repeated repairs.
The High Court had previously addressed the issue on June 2, 2025, when it directed BBMP to file an affidavit setting out the mechanism adopted every year to deal with potholes and to maintain roads in a condition that would allow pedestrians and vehicles to travel safely and smoothly. The recurrence of the issue before the Court indicates that the problem has not been treated as an isolated or temporary concern. Instead, the Court has continued to seek information concerning the structural approach being followed by the civic administration.
Earlier, in September 2024, the petitioners had argued that Bengaluru required a comprehensive policy for road repairs. According to the submissions recorded in the proceedings, BBMP had stated on paper that scientific methods were being followed, but the petitioners alleged that those methods were not being effectively implemented on the ground. This distinction between policy on paper and actual implementation is central to the continuing litigation. A road-maintenance policy may exist formally, but its effectiveness ultimately depends on whether potholes are properly repaired, whether repairs last, whether roads are regularly inspected and whether contractors and authorities are held accountable for poor-quality work.
The Court had also previously observed that reports filed on behalf of BBMP did not disclose the latest position concerning the steps being taken to address dilapidated roads and potholes. This concern explains why the Court has now again requested detailed information through an affidavit. Rather than relying on general assurances, the Court is seeking comprehensive information that can allow it to assess the actual measures undertaken by the civic body. The requirement to provide details of identified and repaired potholes is therefore intended to bring greater clarity and accountability to the proceedings.
The prayers in the original PIL go considerably beyond simply asking authorities to fill existing potholes. The petitioner has sought a long-term solution to Bengaluru's road problems and has asked for several administrative and technical measures. Among other things, the petition seeks directions requiring work contracts concerning road construction and maintenance to be made available on the BBMP website. Transparency in contracts can help members of the public understand which agencies or contractors are responsible for road works, what work has been commissioned and potentially how public money is being utilised.
Another important prayer concerns the use of appropriate technology and materials for pothole repairs. The petitioner has sought recommendations from the Central Road Research Institute (CRRI) before pothole-repair work is undertaken. This reflects the argument that the quality and durability of repairs are as important as the speed with which potholes are filled. If repairs are carried out using unsuitable materials or methods, the same road may deteriorate again, particularly under heavy traffic and adverse weather conditions. A technically informed repair mechanism could therefore form part of a more durable solution to the recurring problem.
The petition also seeks the establishment of a mechanism for compensation to victims of road accidents caused by potholes. This is an important aspect of the PIL because it shifts attention from infrastructure maintenance alone to the consequences suffered by members of the public. Individuals who sustain injuries or lose family members in accidents allegedly caused by dangerous road conditions may face medical expenses, loss of income and other hardships. The petitioner has therefore sought a structured mechanism dealing with compensation and information concerning the payment of such compensation.
The petition further seeks a policy for awarding road-construction and maintenance contracts based on factors such as the quality of previous work, past experience, competence and financial capacity of contractors. The proposed approach suggests that contractor selection should not be based solely on immediate considerations but should also take into account a contractor's record and ability to perform durable road works. Such criteria could potentially help address concerns regarding repeated repairs and poor-quality infrastructure if properly implemented.
The legal proceedings therefore raise questions of broader public administration and accountability. Roads are essential public infrastructure, and their maintenance directly affects daily transportation, pedestrian safety and economic activity. In a city such as Bengaluru, where traffic volumes are substantial, poorly maintained roads can have consequences beyond individual inconvenience. Potholes may cause vehicle damage, traffic disruptions and accidents, while inadequate drainage and road deterioration can worsen the problem. The continuing judicial scrutiny reflects the importance of ensuring that public authorities discharge their responsibilities effectively.
The Court's latest order is also significant because it does not appear to treat the repair of 10,202 potholes as sufficient proof that the larger problem has been solved. Instead, the Bench has sought information regarding the mechanism used by BBMP. This distinction is important. Repairing thousands of potholes may address existing defects, but a sustainable public-works system must also identify emerging defects quickly, ensure quality repairs, monitor roads after repairs and minimise repeated deterioration. The Court's request for information about the annual mechanism and measures to minimise dilapidated roads reflects this broader concern.
The request for data concerning FIRs related to deaths and injuries caused by potholes adds another dimension to the case. It potentially enables the Court to understand the human cost associated with defective roads and whether incidents resulting in serious harm have led to criminal cases. The information may assist the Court in considering the broader consequences of the pothole problem and the adequacy of existing mechanisms for addressing public safety. At this stage, however, the Court has only sought information and has not made any final finding regarding responsibility for particular accidents.
Overall, the Karnataka High Court's latest intervention demonstrates that the pothole issue is being examined as a long-term governance and public-safety problem, rather than simply as a matter of routine road repair. The fact that the PIL has remained pending since 2015 and that the Court has repeatedly sought detailed information from BBMP shows the continuing judicial concern regarding the condition of Bengaluru's roads. The latest submission that 10,202 potholes have been repaired since April 2026 is a significant figure, but the Court's demand for a detailed affidavit indicates that the effectiveness and sustainability of the repair mechanism remain important questions.
In conclusion, the Karnataka High Court has directed BBMP to provide a comprehensive account of its mechanism for tackling Bengaluru's persistent pothole problem after the civic body reported that 10,202 potholes had been identified and repaired since April 2026. The Bench of Chief Justice Vibhu Bakhru and Justice K.S. Hemalekha has sought details regarding annual repair mechanisms, measures to minimise road deterioration, and the number of potholes identified and repaired. The State has also been asked to provide information concerning FIRs arising from deaths and injuries allegedly caused by potholes. The continuing PIL, filed by Vijayan Menon in 2015, seeks broader structural solutions, including transparent road-maintenance contracts, technically appropriate repair methods, improved contractor-selection standards and compensation mechanisms for accident victims. The proceedings underline that effective road governance requires more than repeatedly filling potholes; it requires durable repair methods, transparent administration, accountability and a systematic strategy capable of preventing the recurring deterioration of Bengaluru's roads.
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