Delhi Double Decker Corridor Could Transform North West Commutes
Delhi’s north-western transport network could see a major shift if a proposed integrated Metro-and-road structure clears its feasibility assessment. The Delhi Metro Rail Corporation (DMRC) is examining a 16.5-kilometre corridor between Keshav Puram and Rohini Sector 34, where two transport systems could be stacked within a single elevated structure to address congestion without requiring extensive additional land.
The proposed double decker corridor is being considered under the city’s Phase V(B) expansion plans. The concept places Metro infrastructure on the upper level, while an elevated road or flyover could operate below it. The study, estimated at around ₹2.08 crore, is expected to take six months and will determine whether the engineering, traffic, environmental and financial conditions support moving the proposal towards detailed planning. The route is significant because it cuts through some of north-west Delhi’s most intensely urbanised areas. Keshav Puram and parts of Rohini already face heavy traffic, constrained road space, existing flyovers, Metro structures and dense underground utility networks.
For residents, the potential value of the double decker corridor will therefore depend less on its visual scale and more on whether it improves journey reliability without creating new bottlenecks at entry and exit points. The feasibility exercise will study traffic volumes, turning movements, public transport use, travel patterns and delays. Engineers will also assess possible ramps, loops, directional connections and other road infrastructure needed to connect the elevated road with the existing network. A transport model will be used to test present and future demand before a preferred configuration is identified. The proposal also raises a broader urban planning question. Building multiple transport modes within one structure can reduce the need for fresh land acquisition, an important consideration in built-up Delhi.
However, the environmental assessment, construction disruption, land requirements and long-term maintenance burden will be equally important. A compact structure is not automatically a sustainable one if it encourages more private vehicle capacity without improving public transport access. The corridor’s success will ultimately be measured by how well it connects neighbourhoods, supports public transport and manages the street-level impact of construction. The next six months of technical and environmental assessment should establish whether the concept can deliver a genuinely integrated transport solution or whether the city needs a different balance between road capacity, Metro expansion and more efficient use of existing urban space.
