Delhi Metro Magenta Line

Could it have had a better alignment?

The short answer to the question that is masquerading as the headline of this piece is, yes! But then, there are very few things that are perfect. So, pretty much everything is less than perfect and could have been made better. However, we are not trying to seek perfection, but rather enhanced “functionality” in this piece.

Lets talk about this line for a moment. I have personally used this line extensively and was one of those who celebrated the opening of this line with some gusto! The line provided a second, and much needed connection between Delhi and the satellite township of Noida. (although Noida is a city in its own right and calling it a township sounds blasphemous). More importantly, it provided a direct and shorter link between densely populated West and South Delhi to Noida, home to major IT/ITES firms. Additionally, it connected the extremely busy domestic Terminal 1 of Delhi’s airport, which is the hub of most low cost carriers, to the metro network. So, even in its current alignment, the line has achieved a massive amount, and has benefitted a large number of commuters. However, it could have done more, much more in fact, and all it needed was a simple route re-alignment.

Inefficient routing

Between Vasant Vihar and IGI Airport Terminal 1, the Magenta Line runs mostly underground, popping up over ground briefly around Shankar Vihar Station before diving underground again. Shankar Vihar is the only station between Vasant Vihar and IGI Terminal 1.

Now, Shankar Vihar is an interesting station. Since it is right in the heart of an army cantonment, it is essentially reserved for residents of the cantonment. Without a valid ID, you cannot really exit this station. While such a restricted station might not be unique globally, it is certainly is rare. One cannot but feel though, that the station exists not because the cantonment needed metro connectivity, but because it fell in the path that the Magenta line decided to take and the distance between Vasant Vihar and IGI Terminal 1 perhaps warranted a punctuation in the form of a station.

If you look at the alignment though from a slightly broader perspective, you might question whether this was the best alignment that the magenta line could have taken. Here is a Google Earth view that might help you.

I have taken the liberty of drawing a few lines to help one understand what I am talking about. The Magenta Line has no connectivity/interchange facility with the Orange Line (Airport Express Line) despite passing directly underneath it, right after Shankar Vihar station. Why? Because the alignment doesn’t allow an interchange.

If the Magenta Line, instead of following its current alignment, (highlighted in Magenta) had taken roughly the route I have highlighted in white, it would have successfully intercepted the Airport Express Line at Aerocity before continuing onto IGI Terminal 1. Given the technology available, the route need not even have been so circuitous, since even with a straighter alignment, the tunnels would have missed the actual runways. Admittedly, the length of the line and the underground section would have increased, thus escalating costs significantly. But instead of a heavily underused station like Shankar Vihar, the metro would have gained two heavily used ones, since apart from Aerocity, a station would have been constructed at Mahipalpur too. In fact, here is another possible realignment that could have made the line even more effective.

This alignment would have gained the network three stations that were guaranteed heavy footfalls; the triple shopping mall complex near JNU (a station that would have been used by some University residents as well), Mahipalpur, and Aerocity.  Along with that, there would have been scope to construct a station near Vasant Kunj C block as well.

Connecting the Magenta Line to Aerocity would have also provided an interchange between the under-construction Silver Line (Aerocity to Tughlakabad) and the Magenta Line, thus further increasing passenger count, and decreasing journey times. It would have also elevated Aerocity into a triple interchange station and could have created a natural major transit, which despite it’s amazing location, it isn’t.

What can still be done

Now, we cannot continue dwelling on what ifs. The Magenta Line has been built and it is much easier writing a blog on it than rerouting the whole thing. That would be crazy. Instead, the under-construction Silver Line must find a way to extend itself to Terminal 1 of IGI airport. If that happens, at least it will connect to the Magenta Line and give access to thousands of commuters daily to the domestic terminal of IGI, while also providing a metro connection between Terminal 3, Aerocity and Terminal 1, albeit admittedly a circuitous one.