• The 58.19-km Blue Line runs from Silk Board to Bengaluru airport. Its Silk Board–KR Puram section (2A) is 27 km; viaduct and other works remain, and trials have not begun. It was due to open in March 2026, but opening by December 2026 is uncertain.
• The KR Puram–airport section (2B) is 38.44 km. The 27.4-km Hebbal–airport stretch is 72% complete. Most viaduct and railway-crossing work is complete; work near Yelahanka may take two months. Civil works are expected to finish by June 2027, followed by trial runs, signalling checks and other tests. Opening is planned for December 2027 if testing proceeds as expected.
• Minister Krishna Byregowda called for trials on 2A in October, but BMRCL has not provided an update. The 29 planned stations include HSR Layout, Agara, Bellandur, Mahadevapura, KR Puram, Kasturi Nagar, Horamavu, Kalyan Nagar, Hennur, Nagawara, Hebbal, Kodigehalli, Jakkur, Yelahanka and Doddajala.

Civil work on the 58-km Blue Line between Silk Board and Kempegowda International Airport is 72% complete. The 19-km Silk Board–KR Pura section is expected to open by the end of 2026, with trial runs targeted from October. The KR Pura–Hebbal stretch is delayed by land acquisition, tree clearance, traffic congestion, traffic police clearances and labour shortages. Work there was halted for several months after an under-construction pier collapsed in January 2023, killing a woman and her two-and-a-half-year-old son. The Hebbal–KIA section is expected to open by mid-2027, according to Bengaluru development minister Krishna Byre Gowda.

• The proposed 11.6-km elevated corridor would run from Swami Vivekananda Metro Station on Old Madras Road to Silk Board Junction, passing through Indiranagar, Domlur, Koramangala and Madiwala. Bengaluru Smart Infrastructure Limited (B-SMILE) is developing it.
• Residents, including the I Change Indiranagar group, have questioned the alignment, traffic data and consistency with Bengaluru’s Comprehensive Mobility Plan 2020, which does not specifically identify 80 Feet Road, 100 Feet Road or CMH Road for an elevated corridor. They seek more detailed studies of traffic, pedestrians and ground-level roads.
• The design includes elevated sections, ramps, existing flyovers and ground-level stretches. The DPR found tolling difficult because the corridor is fragmented and tollable traffic insufficient. It proposes value-capture financing from properties benefiting from improved connectivity; B-SMILE said this remains a draft mechanism and no property-owner levy has been imposed.
• The government aims to ease congestion and improve eastern-southern connectivity. The DPR says speeds can fall to 20–25 kmph and traffic is expected to rise significantly in coming decades. Residents seek clarity on impacts to infrastructure, pedestrians and neighbourhoods, and on alternatives and traffic below the corridor. Further studies, consultation and authority decisions will determine its progress.

CM D K Shivakumar instructed the Greater Bengaluru Authority (GBA) to explore changing the alignment of the Hebbal-Silk Board tunnel road to keep it away from Lalbagh. At a GBA meeting, the CM reportedly directed officials to look for alternate land instead of Lalbagh for building the TBM (Tunnel Boring Machine) shaft. The project faces hurdles over Lalbagh land acquisition and overlap with Metro infrastructure.

After withdrawing the controversial Bill to use 5% of parkland for infrastructure and utility works, the state government announced the proposed tunnel road will not run through Lalbagh. Forest, Environment and Ecology Minister Ramalinga Reddy stated Lalbagh land will not be used for the tunnel road project, though the final decision is pending. Alternative routes being considered include part of Nimhans land, cemetery land near Wilson Garden, or digging through Lalbagh Road. The 17.5km tunnel road from Hebbal to Silk Board was projected to cost Rs 17,782 crore, with Adani Group as the lowest bidder. The August 24 Bill triggering concerns over Lalbagh takeover and tunnelling under Lalbagh rock (part of the 3.5 billion-year-old Dharwar Craton) was withdrawn September 4 following opposition from citizens, experts and activists. Mobility experts including Indian Institute of Science researchers had argued Bengaluru does not need a tunnel road; instead public transport and Metro connectivity should be increased and the Suburban Rail project executed.