CMRL ASSIGNMENT

Submitted by
S.AJAY VARSHAK Reg No. 2020102003

Submitted to
Mr.R.VIJAY BASKHAR
(Resident Engineer)

BACHELOR OF ENGINEERING
IN
CIVIL ENGINEERING

ANNA UNIVERSITY CEG

CAMPUS CHENNAI 600078

JULY 2023
ACKNOWLEDGEMENT

I would like to express my sincere gratitude and appreciation to all those who
have supported me throughout my internship journey and the completion of this
final internship report.

I would like to express our sincere gratitude to S.Rajaram, Assistant Manager-Admin,

CMRL for the permission and other facilities for the successful completion of
internship program in CMRL.

I would like to thank my trainer, Mr.R.Vijaya Bhasker, ResidentEngineer,CMRL, for

their guidance, mentorship, and valuable insights during the internship period.

I would like to express our sincere thanks to our Dean Dr.L.Suganthi,Ph.D., College
of Engineering, Guindy for giving Permission to internship.

I would like to express my heartfelt gratitude to Dr. K.P .Jaya,Ph.D., Head,

Department of Civil Engineering, College of Engineering, Guindy for providing the
permission and guidance which enable me to complete this internship sucessfully.
 CHENNAI METRO RAIL LIMITED
(CMRL)
WHAT IS CMRL?
The Government of Tamil Nadu created a Special Purpose Vehicle (SPV) for
implementing the Chennai Metro Rail Project. This SPV named as “Chennai Metro
Rail Limited” was incorporated on 03.12.2007 under the Companies Act. It has now
been converted into a Joint Venture of Government of India and Government of
Tamil Nadu with equal equity holding.
The Chennai Metro Rail Limited is a rapid transit system serving the city of
Chennai, Tamil Nadu, India. It is the 4th longest metro system in India. The system
commenced service in 2015 after partially opening the first phase of the project. The
current network consists of two color-coded lines covering a length of 54 kilometers
(34 mi). The Chennai Metro Rail Limited (CMRL), a joint venture between
Government of India and the Government of Tamil Nadu built and operates the
Chennai Metro. The rail tracks were manufactured in Brazil and the raw material was
supplied by Tata Steel. The average speed of operation is 85 kilometers per hour and
maximum speed is 120 kilometers per hour. The services operate daily between 5:30
and 23:00 with a varying frequency of 2 to 8 minutes.
The system has a mix of underground and elevated stations and uses standard
gauge. Chennai Metro runs in standard gauge measuring 1,435 millimeters and the
lines are double-tracked. Ballastless tracks are used for the operation of metro trains.
A ballastless track or slab track is a type of railway track infrastructure in which the
traditional elastic combination of ties/sleepers and ballast is replaced by a rigid
construction of concrete or asphalt. The use of ballast-less tracks in metro train
systems offers improved track stability, reduced maintenance needs, increased
efficiency, enhanced passenger comfort, and better accessibility. These factors
contribute to a more reliable and efficient metro system.

Why Metro Rail?

Chennai Metropolis has been growing rapidly and the traffic volumes on the
roads have also been increasing enormously. Hence the need for a new rail based
rapid transport system has been felt and towards this objective the Government of
Tamil Nadu have decided to implement the Chennai Metro Rail Project. This project
aims at providing the people of Chennai with a fast, reliable, convenient, efficient,
modern and economical mode of public transport, which is properly integrated with
other forms of public and private transport including buses, sub-urban trains and
MRTS.
PHASE I:

3
  The Phase I of Chennai Metro Rail project covers a length of 45.046 km
network and consists of two Corridors i.e. Corridor-I (Blue line) From
Washermenpet to Airport (23.085 Km) and Corridor -2 (Green line)
From Chennai Central to St. Thomas Mount (21.961 km).
 About 55% of the Corridors in Phase I is Underground and the remaining
are Elevated.
 Out of 32 nos. of Stations, 13 nos. are Elevated Stations and the
remaining 19 nos. are Underground Stations.
 Inter Corridor interchange Stations are available in Alandur (Elevated)
and Chennai Central (Underground) respectively.
COMMERCIAL OPERATION:
 The Phase I was commissioned in stage wise. The first segment of
section between Alandur to Koyambedu was commissioned on 29th
June, 2015.
 The first Underground line between Thirumangalam Metro Station to
Nehru Park Metro Station was inaugurated on 14th May, Â 2017.
 The Underground stretches – Nehru Park Metro Station to Chennai
Central Metro Station and Saidapet Metro Station to AG-DMS Metro
Station were opened a year later on 25th May, 2018.
 On 10th February 2019, the Underground stretch from AG-DMS to
Washermenpet of blue line was opened, completing 45 km network
under the Phase I of the Metro Rail Project.
PHASE I EXTENSION:
 Phase I Extension covers a length of 9.05 Km from Washermenpet to
Wimco Nagar. It consists of 9 nos. of Stations and Elevated depot.
 Out of 9 nos. of Metro Stations, 7 nos. are Elevated Stations and the
remaining 2 nos. are Underground Stations and the same was
commissioned on 14th February 2021 from Washermenpet to Wimco
Nagar except Thiruvottriyur Theradi Metro Station & Wimco Nagar
Depot Station. The remaining 2 nos of station was commissioned on
13th March 2022.
PHASE I FUNDING:
The estimated base cost of this project is about 3770/- Cr
(Rupees Three thousand seven hundred and seventy crores only). Out of this, 57% of
loan amount was granted by the Japan Cooperation Agency (JICA) and the balance
43% amount being contributed by the Central and State Governments. The loan
agreement between the Govt. of India and Govt. of Japan was
signed on 31st March, 2017.

4
PHASE II
Phase II expansion has been planned for a length of 118.9 Km network with
128 nos. of Stations. It consists of three Corridors i.e. Corridor -3(Purple line) From
Madhavaram to SIPCOT (45.8 Km), Corridor -4(Orange line) From Lighthouse to
Poonamalle Bypass (26.1 Km), Corridor-5(Red line) From Madhavaram to
Sholinganallur (47 Km). The estimated cost of the project is 63246 Cr (Rupees Sixty
three thousand two hundred and forty six only) including IDC. This proposal is under
the process and approval of Government of India. The project is proposed to be
completed by the end of 2026.
PHASE II FUNDING:
Funding for a portion of Chennai Metro Rail in Phase II (i.e. 52.01 Km, i.e.
Madhavaram to Sholinganallur of Corridor 3 (Red line) and Madhavaram to CMBT of
Corridor 5(Purple line) has been tied up with JICA as State Sector Project. Balance
portion of Funding (66.89 Km): The Screening Committee of DEA has accorded in
principle approval for funding of entire Corridor-4 and balance section of Corridor 3
&5 and posed for funding from Multilateral Banks i.e ADB, AIIB & NDB.
Multilateral Banks have completed their preliminary Mission programme and detailed
discussion with MDBs is under progress.
STATIONS:
The elevated stations have three levels, namely, street, concourse and platform with
the concourse level at an average height of 5.65 metres and platforms for boarding at
12.6 metres above the street level. Underground stations have two levels and are air
conditioned. The metro stations are equipped to be disabled and elderly friendly, with
automatic fare collection system, announcement system, electronic display boards,
escalators and lifts. The stations are equipped with non-slippery flooring with grip-
rails, audio announcements and Braille facilities to help visually challenged
passengers. Parking facilities are available for two wheelers at all but three stations
and in select stations for four wheelers.
CORRIDORS:
 Corridor-1 (Blue Line):
Chennai Airport – Wimco nagar
Length: 32.65km (15.65km elevated & 17km underground)
Status: Operational
Depot: Wimco nagar & Koyambedu
Number of Stations: 25(12 elevated and 13 underground)
 Corridor-2 (Green Line):
Chennai Central – St. Thomas Mount
Length: 22km (12.3km elevated & 9.7km underground)
Status: Operational

5
 Depot: Koyambedu
Number of Stations: 17(8 elevated and 9 underground)
 Corridor-III (Purple Line):
Madhavaram – SIPCOT 2
Status: Under Construction
Length: 45.813 km (19.09 km elevated & 26.72 km underground)
Depot: Madhavaram & SIPCOT
Number of Stations: 49 (20 elevated & 29 underground)
 Corridor-IV (Orange Line):
Light House – Poonamallee Bypass
Depot Status: Under Construction
Length: 26.09km (16.02 km elevated & 10.07 km underground)
Depot: Poonamallee
Number of Stations: 28 (18 elevated & 10 underground)
 Corridor-V (Red Line):
Madhavaram – Sholinganallur
Status: Under Construction
Length: 47.0km (41.17 km elevated & 5.83 km underground)
Depot: Madhavaram
Number of Stations: 48(41 elevated, 1 at-grade & 6 underground)
PROJECT STATUS:
The soil testing has been fully completed and Detailed Design work is in the advanced
stage of completion. Based on the Administrative sanction issued by the State
Government, the tenders for construction of an Underground tunnel & Elevated
stretch in Corridor 3, Elevated and Underground stretch, Depot & Track work in
Corridor 4, Elevated stretch in Corridor 5 have already been awarded and work is in
progress.
BENEFITS OF CMRL:
 Reduced traffic congestion: The Chennai Metro has helped to reduce traffic
congestion in Chennai. This has made it easier for people to get around the city,
and it has also helped to improve air quality.
 Improved connectivity: The Chennai Metro has improved connectivity
between different parts of the city. This has made it easier for people to travel
to work, school, and other destinations.
 Increased economic activity: The Chennai Metro has increased economic
activity in the city. This is because it has made it easier for businesses to attract
and retain employees, and it has also made it easier for tourists to visit the city.
 Environmental benefits: The Chennai Metro is a more environmentally
friendly mode of transportation than cars and buses. This is because it produces
less pollution and it uses less energy.

6
  Time Saving:
Metro is time saving than other road transportation due to following factors:
The speed of the metro: The metro trains travel at an average speed of 30
kilometers per hour, which is much faster than cars and buses.
 The directness of the metro: The metro does not have to stop at traffic lights
or intersections, which saves time.
 The frequency of the metro: The metro trains run frequently, which means
that commuters do not have to wait long for a train.

CMRL CORE VALUES:

 Concern for customers: We Commit to provide safe, clean, reliable, on-time,
courteous service for all categories of our clients and customers
 Integrity: We commit to be transparent and fair in our transactions with all
our clients.
 Sustainability: We commit to base our decisions on principles of sustainability
(Refuse, Reduce, Reuse, Recycle and Rethink) towards reducing greenhouse
emissions.
 Responsibility: We commit to honor the trust reposed in us by the public by
managing CMRL resources financial and non-financial with the highest degree
of responsibility.
 Creativity & Innovation: We commit to strive together as a team to
continuously to develop and deploy creativity, innovation and technology to
add value to our customers and other stakeholders.
 Punctuality: We commit to render prompt service to our customers and instil a
culture of punctuality in all aspects of our business.
Vision: “Moving People, Sustaining Growth”
Mission: “We shall provide a safe, fast, reliable, accessible, convenient, comfortable,
efficient and affordable public transport service preferred by all in a sustainable
manner.”

7
CMRL OPERATIONS DEPARTMENT:

8
 The Operations Department is responsible for ensuring the safe, efficient, and
reliable functioning of the metro rail system. Train scheduling, passenger flow
monitoring, and coordination with other departments to provide a seamless travel
experience are overseen by this department.

Train Operations: The coordination and execution of train operations, including the
dispatching and regulating of trains, were witnessed. Train schedules are closely
monitored to maintain punctuality and manage service disruptions effectively.

Passenger Management: Efforts to ensure smooth passenger flow and provide a

comfortable experience were observed. This included crowd management during peak
hours, facilitation of boarding and alighting, and ensuring the proper functioning of
ticketing and fare collection systems.

Maintenance and Inspections: The importance of regular maintenance activities to

ensure the optimal performance of the metro rail system was learned. Routine
inspections of trains, tracks, signaling systems, and other infrastructure elements were
observed to identify and address any issues promptly.

Integration with Other Departments: Close coordination between the Operations

Department and other departments within CMRL was observed. This collaboration
ensures the smooth functioning of the entire metro rail system. Notably, the close
interaction with the Maintenance Department to promptly address technical faults and
minimize service interruptions was witnessed.

9
CMRL DEPOTS:

The Chennai Metro has several depots strategically located across the city to
facilitate the maintenance and operation of the metro trains. A metro train depot, is a
facility where metro trains are stored, maintained, and serviced. It serves as a base of
operations for the metro system, providing essential support and infrastructure for the
efficient operation of trains. The Depots are located in Koyambedu and Wimco
Nagar.
A metro train depot serves as a crucial facility for the operation and
maintenance of a metro train system. It provides various functions to ensure the
smooth functioning of the trains and the overall system. Some common functions of a
metro train depot:

 Train Storage and Maintenance: The depot serves as a storage facility for
metro trains when they are not in service. Trains are parked and stored in
designated areas within the depot. One of the primary responsibilities of a
metro train depot is to maintain the trains. This includes regular inspections,
servicing, and repairs to ensure that the trains are in optimal condition.
Maintenance tasks can include checking the mechanical and electrical
components, replacing faulty parts, and conducting scheduled maintenance
procedures.

 Train Cleaning and Sanitation: Metro trains need regular cleaning to

maintain a clean and presentable environment for passengers. The depot
provides facilities for cleaning the train exteriors, interiors, and windows. This
includes washing, sweeping, and disinfecting the trains to maintain cleanliness

1
0
 and hygiene. Sanitation measures are also important, especially in the context
of public health concerns. Depots may have dedicated cleaning crews
responsible for these tasks.

 Fueling and Charging: Metro trains require fuel or electricity to operate.

Depending on the type of metro train, the depot may have facilities for
refueling or recharging the trains. As the trains run on electricity, the depot
provide charging infrastructure. Staff members monitor and manage the fueling
or charging process to ensure trains have sufficient energy for their scheduled
runs.

 Train Inspection and Testing: Before metro trains are put into service, they
undergo thorough inspections and testing at the depot. This ensures that all
systems, including brakes, doors, signaling, and communication, are
functioning properly and meet safety standards.

 Component Repair and Replacement: The depot is equipped with workshops

and facilities to repair and replace various components of the metro trains. This
includes electrical systems, propulsion systems, brakes, doors, and other
critical components. Skilled technicians and engineers carry out these repairs to
maintain the operational efficiency of the trains.

 Equipment and Inventory Management: The depot maintains an inventory

of spare parts and supplies required for maintenance and repair activities. This
can include tools, spare parts, safety equipment, and specialized machinery.
Inventory management ensures an adequate supply of necessary items and
minimizes downtime caused by equipment shortages. This ensures that there
are sufficient resources available to address any issues that may arise with the
metro trains. Proper inventory management is crucial to minimize downtime
and maintain a smooth operation.

 Staffing and Training: Metro train depots employ a diverse workforce to

carry out various tasks. Depot operations involve managing staff schedules,
training new employees, and ensuring compliance with safety and operational
standards. Staff members may include maintenance technicians, cleaners,
dispatchers, fueling personnel, supervisors, and administrative staff.

 Crew Facilities: The depot provides facilities for the crew, including drivers,
technicians, and maintenance staff. These facilities may include restrooms,
break rooms, offices, and training areas. Crew scheduling, training, and
coordination are also managed from the depot.

1
1
  Train Dispatch and Control Center: Some depots have a dispatch and
control center where the overall operation of the metro train system is
monitored and managed. Dispatchers manage the movement of trains in and
out of the depot, coordinating with the control center and other depots to
maintain the desired schedule. They track train availability, assign trains to
specific routes, and ensure a steady flow of trains in operation.

 Security and Safety: Safety is paramount in metro train depot operations.

Strict safety protocols are followed to protect both employees and passengers.
This includes implementing safety procedures during maintenance, ensuring
proper storage of hazardous materials, conducting regular safety drills, and
monitoring security measures to prevent unauthorized access. This also may
involve surveillance systems, access control measures, fire safety equipment,
and emergency response protocols. Security personnel may be present to
monitor the depot and respond to any security incidents.

 Waste Management: The depot handles waste management, including the

proper disposal of trash, recyclables, and hazardous materials generated during
maintenance activities. This ensures compliance with environmental
regulations and promotes sustainable practices.
These are some of the primary functions of a metro train depot. The specific activities
and facilities provided may vary depending on the size of the metro system, the
technology used in the trains, and the operational requirements of the transportation
authority or company managing the system.
All CMRL depots are designed with the following components which serve a variety
of purposes:
INFRASTRUCTURE SHED:

1
2
 Operations at an infrastructure shed at a metro depot typically involve the
storage, maintenance, and preparation of metro trains or cars when they are not in use.
A general overview of the operations that take place at an infrastructure shed:
 Train Storage and parking: The primary function of an infrastructure shed is
to provide a secure and protected space for storing metro trains when they are
not in service. This ensures that the trains are kept in a designated area,
protecting them from external elements such as weather conditions, vandalism,
or unauthorized access. Trains are typically positioned on multiple tracks
within the shed, ensuring efficient use of space.

 Train Maintenance and Inspection: Infrastructure sheds often include

maintenance facilities where routine inspections, repairs, and maintenance
tasks can be carried out on the metro trains. These facilities may have
inspection pits, lifting equipment, tools, and diagnostic systems to enable
efficient maintenance operations. Maintenance crews check for any mechanical
or electrical issues, perform lubrication and cleaning tasks, and address any
identified problems to ensure the trains are in optimal condition for service.

 Cleaning and Washing: Infrastructure sheds typically have facilities for

cleaning and washing the metro trains. These facilities may include washing
platforms, water supply systems, and specialized equipment for cleaning the
exteriors and interiors of the trains.

 Refueling and Recharging: Depending on the type of metro trains,

infrastructure sheds may provide facilities for refueling diesel-powered trains
or recharging electric trains. As the trains run on electricity, the depot provide

1
3
 charging infrastructure. Staff members monitor and manage the fueling or
charging process to ensure trains have sufficient energy for their scheduled
runs.

 Crew Facilities: Infrastructure sheds may include amenities and facilities for
train operators and maintenance crews. This can include rest areas, locker
rooms, offices, break rooms, and other necessary facilities to support the
workforce.

 Train Preparation: Prior to the start of service, infrastructure sheds provide an

area for preparing the trains for their scheduled operations. This may involve
tasks such as pre-checks, setting up train systems, loading supplies, and
coordinating operational plans. The trains are also cleaned, both internally and
externally, to provide a comfortable and presentable environment for
passengers.

 Spare Parts and Inventory Management: Infrastructure sheds often have

storage areas dedicated to spare parts, tools, and equipment required for
maintenance and repairs. This ensures that necessary components are readily
available, reducing downtime and ensuring efficient maintenance operations.

 Provisioning and Stocking: The infrastructure shed may also act as a

provisioning center, where necessary supplies and equipment for the trains are
stored. This includes items such as spare parts, tools, cleaning materials, and
other consumables. Stock levels are monitored, and replenishment orders are
placed to maintain an adequate inventory.

 Train Dispatch and Scheduling: Once the trains have been inspected,
maintained, and prepared, they are dispatched from the infrastructure shed to
begin their scheduled service. Infrastructure sheds may serve as a hub for train
dispatch and scheduling activities. This involves coordinating the movement of
trains in and out of the shed, ensuring timely deployments, and managing the
overall train schedule. Then the trains are typically sent to designated platforms
or sidings within the metro depot, where they will be assigned to specific routes
or services.

 Security and Safety: Infrastructure sheds incorporate security measures to

protect the trains and the depot facilities. This can include surveillance systems,
access control systems, fire safety equipment, and other measures to ensure the
safety of personnel and assets.

1
4
These functions collectively contribute to the smooth and efficient operation of metro
train services, enabling proper storage, maintenance, and preparation of trains for their
scheduled operations.

STABLING SHED:

A stabling shed at a metro depot serves several important functions related to

the storage, maintenance, and operation of metro trains. The main purpose of a

1
5
stabling shed is to provide a secure and controlled environment for the storage,
inspection, cleaning, and minor maintenance of metro trains. The stabling shed
typically has enough space to accommodate multiple metro trains simultaneously. It is
designed with sufficient clearance height and width to allow for easy movement of
trains in and out of the shed. The shed has the following common types of lines one
might find:
1) Stabling Lines:
Stabling lines refer to the designated tracks or sidings where metro trains are parked
and stored when they are not in service. These stabling lines are crucial for the
efficient operation and maintenance of metro systems. Some key points about stabling
lines in a metro depot:
 Purpose: Stabling lines provide a dedicated space for metro trains to be stored
overnight, during maintenance activities, or when they are not required for
immediate service. It allows the metro operator to organize the trains efficiently
and ensures they are ready for service when needed.

 Layout and Design: Stabling lines are typically laid out in parallel tracks
within the depot area. The number of stabling lines varies depending on the
size and capacity of the metro system. The tracks are usually straight and level
to facilitate easy movement of the trains.

 Maintenance Facilities: Metro depots often include maintenance facilities

adjacent to the stabling lines. These facilities allow for routine inspections,
cleaning, and minor repairs to be carried out on the trains. They may also
include specialized equipment for maintenance tasks, such as lifting jacks,
bogie exchange systems, and washing facilities.

 Signaling and Power Supply: Stabling lines are usually equipped with
signaling systems to ensure safe movement of trains within the depot. Power
supply systems, such as overhead catenary wires or third rails, are extended to
the stabling lines so that the trains can be connected to a power source when
parked.

 Security and Safety: Metro depots have strict security measures in place to
prevent unauthorized access to the stabling lines and trains. Surveillance
cameras, access control systems, and security personnel are deployed to ensure
the safety and protection of the trains.

 Organizational Considerations: Metro operators carefully plan the allocation

of trains to stabling lines based on operational requirements. Factors such as

1
6
 service schedules, maintenance needs, and peak/off-peak demand patterns are
taken into account to optimize the utilization of the stabling lines.

 Operational Procedures: Metro depots follow specific procedures for moving

trains in and out of the stabling lines. Trains are typically assigned to specific
stabling lines based on their operational requirements and are brought into
service from there. These procedures help in streamlining the process and
ensuring that the right trains are available at the right time.
2) Repair Bay Lines:
Repair bay lines typically refer to the designated areas or tracks where
maintenance and repair work is carried out on metro trains. These lines are essential
for efficiently managing and servicing the trains to ensure their smooth operation.
Some general steps to repair bay lines:

 Assess the repair bay lines: Evaluate the existing condition of the repair bay
lines to identify any areas that need repair or maintenance. Look for signs of
wear, damage, or deterioration such as cracks, uneven surfaces, or loose
components.

 Plan repairs: Develop a comprehensive plan for repairing the bay lines,
considering factors like the extent of damage, available resources, and
scheduling constraints. Determine the materials, equipment, and manpower
needed for the repairs.

 Clear the area: Before initiating any repair work, clear the repair bay lines of
any trains or obstacles that may obstruct the process. Ensure the safety of
workers and provide a suitable working environment.

 Remove damaged sections: Identify the sections of the repair bay lines that
require repair and remove the damaged portions. This may involve cutting,
breaking, or excavating the affected areas. Take precautions to prevent further
damage or disruption to the surrounding infrastructure.

 Repair or replace the lines: Depending on the extent of the damage, either
repair the existing lines or replace them entirely. Repairs may involve filling
cracks, levelling uneven surfaces, or reinforcing weakened sections. If
replacement is necessary, install new track components according to metro
system specifications.

 Test and verify repairs: After completing the repairs or replacements, conduct
thorough testing to ensure that the repaired bay lines meet the required safety

1
7
 and operational standards. Verify the alignment, stability, and functionality of
the tracks. Use specialized equipment to assess factors like track gauge,
smoothness, and proper electrical connectivity.

 Finishing touches: Once the repairs pass the testing phase, perform any
necessary finishing touches. This may involve applying protective coatings,
installing safety barriers, or conducting any additional adjustments to optimize
the functionality and longevity of the repair bay lines.

 Regular maintenance: Establish a regular maintenance schedule for the repair

bay lines to prevent future damage and ensure their ongoing reliability. Inspect
the lines periodically, address any emerging issues promptly, and perform
routine maintenance tasks such as cleaning, lubrication, and track alignment.
3) Washing Lines:
Washing lines at a metro depot are typically used for cleaning and
maintaining the metro trains. These washing lines consist of a series of tracks or
lines where the trains can be parked and washed. A general overview of how
washing lines are used at a metro depot:

 Cleaning Process: When a metro train arrives at the depot, it is usually

covered in dirt, dust, and sometimes graffiti. The first step is to remove any
large debris manually.

 Positioning on the Washing Line: The metro train is then positioned on the
designated track or line, which is equipped with cleaning mechanisms and
water supply.

 Washing Mechanisms: Various washing mechanisms are employed to clean

the trains. These mechanisms can include high-pressure water jets, rotating
brushes, and sometimes even automated cleaning systems. They are designed
to effectively remove dirt, grime, and other substances from the train's exterior.

 Water Supply: A sufficient water supply is crucial for the washing process.
Water is typically sourced from dedicated water tanks or connected directly to
the depot's water supply. Depending on the system in place, the water can be
recycled and reused to minimize waste.

 Drying: Once the train has been thoroughly washed, it needs to be dried to
prevent water spots and ensure a clean finish. Air blowers or other drying
methods may be employed to speed up the drying process.

1
8
  Inspection and Maintenance: After the washing process, the train undergoes
a visual inspection to check for any damages, defects, or issues that may
require maintenance or repairs. This is an important step to ensure the train's
safety and functionality.

 Return to Service: Once the cleaning and inspection are completed, the train
is ready to be returned to service. It can then be moved from the washing line
to other areas of the depot for any necessary maintenance or preparation before
being put back into operation.
4) Siding Lines:
Siding lines at a metro depot, also known as sidings or storage tracks, are sections of
railway tracks where trains can be parked, stored, or temporarily held when not in
service. These tracks are typically located within a metro depot or maintenance
facility and are designed to accommodate multiple trains. Here are some key features
and purposes of siding lines at a metro depot:

 Storage: Siding lines provide a designated area for parking and storing trains
that are not currently in use. This helps optimize space within the depot and
ensures that trains are easily accessible when needed.

 Maintenance and Inspection: Sidings may also serve as areas where trains
undergo routine maintenance, inspections, or repairs. By allocating specific
tracks for these purposes, depot personnel can efficiently manage maintenance
operations without affecting the main running tracks.

 Train Composition: Siding lines allow metro operators to rearrange train

compositions based on operational needs. Trains can be coupled or uncoupled,
allowing for flexibility in creating different train configurations to match
varying passenger demand throughout the day.

 Train Turnaround: Metro depots with sidings facilitate the turnaround

process, where trains arriving at the end of their route can be quickly
transferred to a siding line, making way for other trains to begin their journeys.
This ensures smooth and efficient operations by reducing dwell times at
terminus stations.

 Emergency Situations: In case of emergencies or disruptions on the main line,

sidings provide a safe location to store trains temporarily until the issue is
resolved. This helps prevent delays and allows the metro service to continue
operating on other unaffected parts of the network.

1
9
WORKSHOP SHED:
A workshop shed is a designated area within a metro depot where
maintenance and repair activities for metro trains or other related equipment take
place. It is a specialized facility designed to provide a controlled environment for
conducting maintenance, inspections, repairs, and other necessary work on metro
rolling stock.
The workshop shed typically consists of a large indoor space with multiple
tracks or bays, each equipped with the necessary tools, equipment, and facilities to
perform different types of maintenance tasks. These bays may include overhead
cranes, pits, lifting jacks, diagnostic equipment, power supply systems, and
specialized machinery for various repair and maintenance procedures.
The workshop shed is often staffed by a team of skilled technicians, mechanics,
engineers, and other personnel with expertise in metro train maintenance. They are
responsible for ensuring the proper functioning and safety of the trains by conducting
regular inspections, servicing, and addressing any issues or malfunctions. Some of the
common activities that take place in a workshop shed in a metro depot include:
 Routine maintenance: Regular inspections, lubrication, and preventive
maintenance to keep the trains in optimal condition.

 Repair and overhaul: Major repairs, component replacements, and overhauls

of various systems such as propulsion, braking, electrical, and air conditioning
systems.

 Troubleshooting and diagnostics: Identifying and rectifying faults or

malfunctions through diagnostic testing, fault analysis, and troubleshooting
procedures.

 Wheel and track maintenance: Inspecting, grinding, and replacing worn-out

wheels and maintaining the tracks to ensure safe and smooth operation.

 Cleaning and refurbishment: Cleaning the trains' interiors and exteriors,

repairing or replacing damaged parts, and carrying out refurbishment work to
enhance passenger comfort and aesthetics.

 Spare parts storage: Maintaining an inventory of spare parts and components

within the workshop shed to facilitate quick repairs and minimize downtime.
Following equipment repair/overhaul facilities are planned in the workshop:
1) Pit Wheel Lathe:

2
0
 A pit wheel lathe is a type of lathe that is used to re-profile the wheels of
railway vehicles. It is typically installed in a pit below the tracks, so that the wheels
can be machined without having to remove them from the vehicle. Pit wheel lathes are
typically CNC-controlled, which allows for precise machining of the wheels. They
also have a number of safety features, such as automatic wheel clamping and guards
to prevent operators from coming into contact with the rotating wheels.
Pit wheel lathes are an essential part of railway maintenance, as they help to
ensure that the wheels are in good condition and that they are properly profiled. This
helps to prevent derailments and other accidents. Here are some of the benefits of
using a pit wheel lathe:

 Reduced downtime: The wheels can be machined without having to remove

them from the vehicle, which reduces the amount of downtime for the vehicle.

 Increased safety: The use of CNC controls and safety features helps to prevent
accidents.

 Improved wheel profile: The wheels can be machined to a precise profile,

which helps to improve the performance of the vehicle.

2) Test Track:

2
1
 Test tracks are used to test the performance of metro trains in a variety of different
conditions, such as speed, acceleration, braking, and cornering. This helps to ensure
that the trains are safe and reliable before they are put into service.In addition to the
physical test tracks, metro depots often have computer-based simulators that are used
to test the performance of trains in a virtual environment.
These simulators can be used to test the trains in a variety of different conditions,
such as different weather conditions and different traffic scenarios.
The use of test tracks and simulators is an essential part of the development and
testing of metro trains. It helps to ensure that the trains are safe and reliable before
they are put into service.
3) Water Supply, Sewerage and Drainage works (WSD):
Water supply, sewerage, and drainage (WSD) works are an essential part of any metro
depot. They ensure that the depot has a reliable supply of clean water, that wastewater
is properly disposed of, and that the depot is free from flooding. The WSD system in a
metro depot typically consists of the following components:

 Water supply: The water supply system provides clean water for drinking,
washing, and other purposes. The system typically includes a water treatment
plant, storage tanks, and distribution pipes.

 Sewerage: The sewerage system collects wastewater from the depot and
transports it to a treatment plant. The system typically includes a network of
pipes, pumps, and treatment tanks.

2
2
  Drainage: The drainage system collects rainwater and surface water from the
depot and directs it to a storm water drain or other suitable outlet. The system
typically includes a network of pipes, ditches, and culverts.
The WSD system in a metro depot is typically designed to meet the following
requirements:

 Reliability: The system must be reliable and able to provide a continuous

supply of clean water and dispose of wastewater in a safe and efficient manner.

 Capacity: The system must be able to meet the peak demand for water and
wastewater disposal

 Durability: The system must be durable and able to withstand the wear and
tear of heavy use.

 Environmental impact: The system must be designed to minimize its

environmental impact.

4) Automatic Coach Washing Plant (AWP):

2
3
 An automatic coach washing plant is a system that uses high-pressure water
jets, brushes, and other cleaning agents to clean the exterior of train coaches. The
plant is typically installed at a railway depot or maintenance facility, and it can clean a
train in a matter of minutes.
Automatic coach washing plants offer a number of advantages over manual
cleaning methods. They are more efficient, as they can clean a train in a fraction of the
time it would take to clean it manually. They are also more effective, as they can
remove dirt, grime, and graffiti more effectively than manual cleaning methods. In
addition, automatic coach washing plants are safer, as they reduce the risk of accidents
that can occur during manual cleaning. The components of an automatic coach
washing plant typically include:

 A water supply system: This system provides the plant with a supply of
clean water.

 A high-pressure water jet system: This system uses high-pressure water

jets to blast dirt, grime, and graffiti off the exterior of the train coaches.

 A brush system: This system uses brushes to scrub the exterior of the train
coaches.

 A chemical cleaning system: This system uses chemicals to remove

stubborn dirt and grime.

2
4
  A drainage system: This system collects the wastewater from the plant
and transports it to a treatment plant or sewer system.

Automatic coach washing plants are typically operated by a team of two or

three people. The operators control the water jet system, the brush system, and the
chemical cleaning system. They also monitor the plant to ensure that it is operating
properly.

The cost of an automatic coach washing plant varies depending on the size
and complexity of the plant. However, automatic coach washing plants are typically a
cost-effective investment, as they can save money on labor costs and improve the
efficiency of the cleaning process.
5) Buffer Stop:

Buffer stops at metro depots are typically made of steel or concrete and are
designed to absorb the impact of a train. They are often located at the end of the track,
on platforms, and in other areas where trains may come to a stop.
Buffer stops are an essential safety feature at metro depots. They help to prevent
trains from going past the end of the track, which can help to prevent accidents. Here

2
5
are some of the factors that are considered when designing buffer stops for metro
depots:
 The weight and speed of the trains that will be using the depot
 The type of track that is used at the depot
 The location of the buffer stops in the depot
 The budget for the buffer stop.
Buffer stops are an important safety feature at metro depots. They help to prevent
trains from going past the end of the track, which can help to prevent accidents.

KOYAMBEDU METRO DEPOT:

Both the green and blue lines are serviced by the Koyambedu Depot which
is spread over an area of 26 hectares. The Depot’s construction contract was awarded
to Larsen & Toubro in November 2010.Besides housing the regular services you’d
find at a mass transit system’s depot such as a infrastructure shed, maintenance
shed, inspection bay, stabling lines & a washing plant, it also houses the Chennai
Metro’s Operational Control Centre (OCC) from where the movement of metro
trains can be monitored & stage managed across the city. The depot consists of 15
kms of track including a test track for trial runs. The first Metro train was brought to
the depot from Brazil in December 2012.
The Koyambedu Depot serves as a pivotal hub for the maintenance and servicing
of metro trains operated by CMRL. Its strategic location in close proximity to the

2
6
Koyambedu Metro Station allows for efficient train operations and reduced
downtime.The Koyambedu Depot at Chennai Metro Rail Limited (CMRL) comprises
various sheds and facilities that support the operations and maintenance of the metro
rail system.
Highlights at the Koyambedu Depot:
1) Standard Gauge and Ballastless Track:

The tracks at the depot utilize the Standard Gauge, which is 1435 mm. Additionally,
the tracks are designed as ballastless, meaning they do not have a layer of loose
stones (ballast) beneath the track. This design provides stability and reduces
maintenance requirements.

2) Speed Limit: The speed limit for trains within the depot is set at 25km/h. This
ensures safe and controlled movements of trains within the depot premises,
minimizing the risk of accidents and damage to infrastructure.

3) Capacity and Lines: The depot consists of 12 lines, with each line capable of
accommodating up to 3 trains simultaneously. This configuration allows the depot to
harbor a maximum capacity of 36 trains at any given time. The availability of multiple
lines ensures efficient train storage, maintenance, and preparation for operations.

4) Wheel Profile and Track Characteristics: The profiles of the wheels on the trains
at the Koyambedu Depot are slightly curved to ensure optimal contact with the tracks.
While the rail metal is rigid, the track metal itself is relatively soft to absorb vibrations

2
7
and ensure a smoother ride for passengers. The Koyambedu Depot is equipped with a
dedicated wheel profile line, where the train wheels undergo the wheel profiling
process. This specialized facility is designed to carry out precise measurements and
adjustments to achieve the desired wheel contour. Skilled technicians and specialized
equipment are utilized in this process to ensure accuracy and consistency.
5) Welding Methods: Two types of welding methods are employed at the depot for
joining tracks:

a)Flash Weld: Flash welding is utilized for tracks with a length less than 300
meters. This method involves the use of heat generated by electric arcs to bond the
rails together. b)Aluminothermic Weld: Aluminothermic welding is employed for
combining longer tracks at critical locations. This method uses a chemical reaction
between aluminum powder and metal oxide to create intense heat, allowing the rails to
be joined together effectively.
These facilities and characteristics of the tracks at the
Koyambedu Depot contribute to the efficient maintenance, storage, and preparation of
metro trains, ensuring the safe and reliable operation of the Chennai Metro Rail
System.

6) Maintenance and Repair Facilities: The Koyambedu Depot is equipped with

comprehensive maintenance and repair facilities, including:
a) Stabling Yard: The depot's stabling yard is utilized for parking, cleaning, and
preparing metro trains for service. An organized arrangement of trains is maintained,
and dedicated areas are allocated for maintenance activities.
b) Workshop: A well-equipped workshop is housed within the depot premises, where
skilled technicians engage in maintenance, repair, and overhaul work on metro trains.
Tasks such as train inspections, troubleshooting, and component replacements are

2
8
efficiently carried out.

7) Role in Metro Operations: The Koyambedu Depot plays a crucial role in

supporting the overall operations of the Chennai Metro, including:
a) Train Dispatch: The depot facilitates the dispatching of trains, ensuring their
readiness for service and adherence to schedules.
b) Routine Maintenance and scheduled servicing: Regular maintenance activities,
including inspections, lubrication, and cleaning, are carried out to ensure the trains'
optimal condition.
FEATURES OF KOYAMBEDU DEPOT:
• The train washing system is fully automated and uses high-pressure water jets to
clean the trains. This ensures that the trains are always clean and free of dirt and
debris.

• The wheel inspection and resurfacing facility is used to inspect the wheels of the
trains and to resurface them if necessary. This ensures that the wheels are always in
good condition and that they are able to provide a smooth ride for the passengers.

• The bogie inspection and maintenance facility is used to inspect the bogies of the
trains and to carry out any necessary repairs or maintenance.

• The Traction motor inspection and maintenance facility is used to inspect the
traction motors of the trains and to carry out any necessary repairs or maintenance.
The car body inspection and maintenance facility is used to inspect the car bodies of
the trains and to carry out any necessary repairs or maintenance.

• The Depot consists of 12 lines and each line can accommodate upto 3 trains. This
lines can accommodate maximum capacity of upto 36 trains at a given time.

• It also has buffer stop at the end of a track. A buffer stop or bumper is a device to
prevent railway vehicles from going past the end of a physical section of track.

Operation Control Centre at Koyambedu:

2
9
 The Operation Control Centre (OCC) at Koyambedu is the nerve center of the
Chennai Metro Rail system. It is where all the train operations are monitored and
controlled. The OCC is located in the Admin building at Koyambedu Depot. It is a
large, state-of-the-art facility with a team of highly trained professionals who are
responsible for ensuring the smooth and safe operation of the metro trains.

The OCC is equipped with a variety of systems and equipment that allow the
controllers to monitor the movement of trains in real time. These systems include
CCTV cameras, track circuits, and radio communications. The controllers also have
access to a variety of data, such as train schedules, passenger information, and weather
conditions.
In the event of an emergency, the controllers at the OCC can take control of the trains
and take steps to ensure the safety of passengers. They can also communicate with the
motormen on the trains to give them instructions.

The OCC at Koyambedu is a vital part of the Chennai Metro Rail system. It is
responsible for ensuring the smooth and safe operation of the trains, and it plays a key
role in the event of an emergency. It is responsible for ensuring the smooth and safe
operation of the trains, and it plays a key role in the event of an emergency.

3
0
 STABLING SHED IN KOYAMBEDU DEPOT

TOP WASHING PLANT

BUFFER STOP

WIMCO NAGAR METRO DEPOT:

3
1
 Wimco Nagar Depot is an elevated Metro station situated on the Blue Line
(Chennai Metro). It is located in the neighbourhood of Ernavur, about 500 meters
from the Wimco Nagar metro station. Wimco Nagar depot is part of the phase 1
extension line from Washermenpet to Wimco Nagar with 9 stations. The elevated
station will have a depot to maintain and park trains running between Washermanpet
and Wimco Nagar.
The Dept serves as a maintenance and storage hub for metro trains, ensuring
smooth operations and efficient service delivery. The depot features various tracks and
lines dedicated to stabling, repair, washing, and siding operations. Additionally, the
use of color-coded indicators, such as red for occupied spaces, enhances safety and
organization within the depot. The DCC was observed to be a centralized hub for
monitoring and controlling various aspects of depot operations.
The elevated depot is designed with 16 lines and spread over 15,500 sqm is taking
shape at a height of 12 m. It rests on 1,161 foundation pile columns built underground
and connected with a 1.8 m thick concrete raft above which 324 columns of varying
thickness have been constructed. Provisions have been made in these columns to build
4-level car parking space below the depot. At the depot level, there will be a small
station, training facility and other amenities for the depot staff and train operators.
The 16 line at the depot, including 1 line for the station, are linked to the main
line proceeding towards wimco nagar elevated station through a 600 m link corridor.
A 7.5 m wide internal road around the depot, storm water drains and a water tank with
a capacity of 6 lakh liters will also be built. Another 10,000 sqm area near the depot
will be used to build amenities such as parking space depending on the requirement.

3
2
This apart, a 1,055 sqm Auto Coach Washing plant (AWP) will have 3 levels for
property development.
Designed to handle all the 52 trains of the Metro, the depot was planned to be
completed by December 2020. The construction of the elevated depot began in 2018
at a cost of ₹ 2,300 million. The depot covers an area of 3.5 ha, with provision to
station 12 trains. Other facilities in the depot include three inspections lines, one
emergency repair line, and a small plant for washing trains. The Metro Rail is
planning to build a 60-meter-tall, 20-storied building above the elevated depot station
for residential or office space.
Construction in progress:

As the Wimco Nagar depot and depot station both has same entrance and exit.
So, they decide to construct a seperate entrance and exit for Wimco Nagar depot
station and now construction is in progress.

Highlights at the Wimco Nagar Depot:

1) Infrastructure:

3
3
The DCC featured a well-designed and equipped control room, enabling depot
operators to oversee train movements, track conditions, and system performance. The
control room provided a clear view of the entire depot area through a comprehensive
surveillance system.
2) Communication Systems: The DCC demonstrated efficient communication
systems, allowing seamless coordination between depot personnel, train operators, and
other stakeholders. Two-way communication channels, including radio systems and
digital communication tools, were provisioned.
3) Monitoring and Tracking: The DCC facilitated real-time monitoring and tracking
of train movements, track conditions, and system performance. The use of advanced
technologies, such as CCTV cameras, sensors, and data analytics, provided valuable
insights into train operations and enabled prompt responses to any anomalies or
incidents.
4) Track System:

a) Track Construction: The track system at Wimco Nagar Depot consists of

underground tracks constructed using specialized tunneling techniques. The tracks are
designed to ensure stability, smooth train operations, and passenger comfort.
b) Maintenance Practices: The visit revealed that the depot employs regular track
maintenance practices to ensure safe and efficient operations. Inspections, track

3
4
measurements, and maintenance activities were observed to be conducted in
accordance with established maintenance schedules and standards.
c) Safety Measures: The track system demonstrated adherence to safety measures,
including the presence of safety signage, emergency response mechanisms, and safety
barriers.

Safety and Organization:

To ensure safety and efficient utilization of space, the depot employs a color-
coded system. Specifically, the use of red color indicates that a particular space is
occupied, preventing any confusion or accidental movement of trains within the depot.
INFRASTRUCTURE OF WIMCO NAGAR DEPOT:
 Stabling lines: The stabling lines are used to park trains when they are not in
use. There are a total of 10 stabling lines in the depot, each of which is 120
meters long.
 Inspection line: The inspection line is used to inspect trains for any damage or
defects. The inspection line is 200 meters long.
 Repair line: The repair line is used to repair trains that have been damaged or
need maintenance. The repair line is 300 meters long.
 Workshop: The workshop is equipped with tools and machinery for repairing
train components. The workshop has a capacity to repair 10 train cars at a time.
 Computerized maintenance system: The depot is equipped with a
computerized maintenance system that tracks the condition of each train and
helps to schedule maintenance work.
 Washing plant: The depot has a washing plant that uses high-pressure water
jets to clean the exterior of trains. This helps to remove dirt, dust, and graffiti
from the trains, which can help to improve their performance and extend their
lifespan.

3
5
 Traction power substation: The depot has a traction power substation that
supplies electricity to the depot. This is essential for powering the washing
plant, the workshop, and the other facilities in the depot.
 Fire fighting system: The depot has a fire fighting system that is designed to
extinguish fires in the depot. This system includes a number of fire hydrants,
fire hoses, and fire extinguishers. The system is also connected to a fire alarm
system that will alert the fire department if a fire breaks out in the depot.

3
6
CMRL NETWORK CONSTRUCTION METHODS:
The Construction of metro stations and networks are usually done in two
methods. They are:
1. Top-down method
2. Bottom-Up method

TOP-DOWN METHOD:

SEQUENCE OF TOP DOWN METHOD

 The top-down method refers to a construction technique where the construction

process begins from the top of the structure and progressively moves
downwards. It involves constructing the upper levels of a building or structure
first, while simultaneously excavating and constructing the lower levels.
 The top-down method is a construction technique used in the construction of
underground structures such as metro rail systems. It involves simultaneous
construction of the underground structure and the overlying structure, typically
starting from the top and progressing downward. The constructions graduates
along with gravity. It is often used in urban areas where space is limited or
where the construction site is surrounded by existing structures.
 Top-down is defined by the use of the permanent internal structure as the
temporary propping to the retaining wall, cast in a top-down sequence. The
higher-level slabs are cast before the lower-level slabs to act as horizontal
frames for wall support as the excavation progresses.
 The Top-down method is mainly used for two types of urban structures, tall
buildings with deep basements and underground structures such as car parks,
underpasses and subway stations. The method has been used for deep
excavation projects where tieback or anchor installation was not feasible and
soil movements had to be minimized. There is a possibility of saving the
overall construction time.

3
7
  The construction begins with retaining wall installation and then load-bearing
elements that will carry the future super-structure. The basement columns
(typically steel beams) are constructed before any excavation takes place and
rest on the load-bearing elements. These load-bearing elements are typically
concrete piles or diaphragm wall panels.
Here’s a general overview of the top-down construction method:

1)Planning and Design: The project’s planning and design phase is conducted,
including structural analysis, feasibility studies, and architectural design.
2)Excavation: Excavation of the site begins, typically by removing the topsoil and
any existing structures. The excavation is done in stages, with the lower levels being
excavated as the upper levels are being constructed.
3)Temporary Structure: A temporary support structure, such as a steel or concrete
diaphragm wall, is installed around the perimeter of the construction site. This
structure provides lateral support to the excavated area and prevents the surrounding
soil from collapsing.
4)Upper Level Construction: With the excavation underway, the construction of the
upper levels can begin. This involves erecting the structural framework, installing
floors, walls, and other elements of the building, and progressing downwards as each
level is completed.
5)Lower Level Construction: Simultaneously with the upper level construction, the
lower levels are constructed. This typically involves constructing the basement,
underground parking areas, or other subterranean levels.
6)Excavation Support: As the construction progresses downwards, additional
support systems such as soldier piles, anchors, or struts may be installed to reinforce
the excavation and ensure its stability.
7)Mechanical, Electrical, and Plumbing (MEP) Systems: Once the lower levels are
constructed, the installation of MEP systems, including electrical wiring, plumbing,
HVAC (heating, ventilation, and air conditioning), and other utility systems, can take
place.

8)Finishing and Completion: Finally, the interior and exterior finishing works are
carried out, including painting, tiling, flooring, and the installation of fixtures and
fittings. The project is completed when all the necessary components are in place, and
it is ready for occupancy or use.
Sequence of Top-Down Construction:
 Construct the retaining wall that is embedded (usually a
diaphragm wall).

3
8
  Build the perimeter wall and piles. The steel columns or
stanchions need to be placed where the piles are being built.
 Cast the floor slab of the first basement level with an opening
to allow machinery to be lowered to the level below and to
remove excavation waste. Commence the first stage of the
excavation.
 The superstructure construction needs to be carried out at
the current rate.
 Cast the floor slab for the second basement level and go on
to the second stage of excavation.
 Repeat the process until the desired depth is reached.
 Build up the ground beams and foundation slab, etc., and
complete the basement.
 Further, the construction of the superstructure can be carried
out as per the design height/floors.
STREET LEVEL  CONCOURSE LEVEL  PLATFORM LEVEL
Some of the advantages of the top-down method in metro
construction:

 Early access to underground space: The top-down method allows for early
access to the underground space, which can be used for commercial or retail
development. This can generate revenue for the project and help to offset the
costs of construction.
 Reduced risk of ground settlement: The top-down method reduces the risk of
ground settlement because the excavation is carried out in a controlled manner.
This is important in metro construction because ground settlement can damage
nearby buildings and infrastructure.
 Improved safety: The top-down method can improve safety because the
excavation is carried out in a controlled manner. This is important in metro
construction because the excavation can be deep and there is a risk of cave-ins.

Some of the disadvantages of the top-down method in metro

construction:

 Increased construction costs: The top-down method can increase construction

costs because it requires more materials and labor.
 Complex design: The top-down method requires a complex design because the
excavation and construction must be coordinated carefully. This can lead to
delays and cost overruns.

3
9
  Limited access to the site: The top-down method can limit access to the site
because the excavation takes up space. This can make it difficult to deliver
materials and equipment to the site.

BOTTOM-UP METHOD:

SEQUENCE OF BOTTOM UP METHOD

 The bottom-up method refers to a traditional construction technique where the
construction process starts from the foundation or lower levels of a structure
and progressively moves upwards. It involves constructing the lower levels
first and then building upon them to complete the upper levels of the building
or structure.
 The bottom-up method in metro rail construction refers to a construction
approach where the metro system is built from the ground up, starting with the
excavation and construction of the underground tunnels and stations. This
method is commonly used when constructing subway systems in urban areas
where space is limited.
 This is the most common method for construction. Where, we build the
perimeter diaphragm wall (Dwall) or bore pile which act as retaining wall and
then excavate to the lowest level as per design. During the excavation, they will
install king posts and strut to hold the perimeter wall. Sometime the kingpost
will act as permanent structure and sometime will act as temporary element
depend on the design intent.
Key steps involved in the bottom-up method of metro rail construction:
1) Site Preparation: The construction site is prepared by clearing the area,
leveling the ground, and ensuring proper drainage.

4
0
2) Structural Framework: Once the foundation is in place, the structural
framework of the building is constructed. This includes erecting columns, beams,
and load-bearing walls that form the skeleton of the structure.
3) Floor-by-Floor Construction: With the structural framework in place, the
construction progresses floor by floor. Each level’s floors, walls, and other
components are built, working upwards.
4)Mechanical, Electrical, and Plumbing (MEP) Systems: As the construction of
each floor is completed, the installation of MEP systems begins. This includes
electrical wiring, plumbing, HVAC (heating, ventilation, and air conditioning), fire
protection systems, and other utility systems.
5)Interior and Exterior Finishing: Once the structural and MEP works are
finished, the interior and exterior finishing works commence. This involves adding
wall finishes, flooring, ceilings, painting, tiling, and installing fixtures and fittings.
Exterior works may include cladding, roofing, and landscaping.
6) Final Inspections and Completion: After the construction is finished, the
building undergoes inspections and tests to ensure compliance with building codes
and regulations. Any necessary corrections or adjustments are made before
obtaining the required permits and certificates of occupancy.

Some of the advantages of the bottom-up method in metro construction:

 Simple and straightforward: The bottom-up method is a relatively simple and

straightforward method, which can lead to faster construction times and lower
costs.
 Less risk of ground settlement: The bottom-up method is less likely to cause
ground settlement than the top-down method because the excavation is carried
out in a more controlled manner.
 Better access to the site: The bottom-up method does not require as much
space as the top-down method, which means that there is better access to the
site for materials and equipment.

Some of the disadvantages of the bottom-up method in metro construction:

 Delayed access to underground space: The bottom-up method does not allow
for early access to the underground space, which can delay the development of
commercial or retail space.
 Increased risk of cave-ins: The bottom-up method is more likely to cause
cave-ins than the top-down method because the excavation is carried out in a
less controlled manner.

4
1
  More complex design: The bottom-up method can require a more complex
design than the top-down method because the excavation and construction must
be coordinated carefully. This can lead to delays and cost overruns.

CMRL HEADQUARTERS, NANDANAM

4
2
 The headquarters is located at 327, Anna Salai, Nandanam, Chennai 600035.It is
a 12-storey building with a total built-up area of 1,20,000 square feet. The building
was designed by Hafeez Contractor Architects and Engineers. The construction of the
building was completed in 2022. The headquarters houses the administrative offices of
CMRL, as well as a number of other facilities, including a conference hall, a library,
and a training center. The headquarters is a state-of-the-art facility that is designed to
meet the needs of CMRL's growing workforce. It is a symbol of CMRL's commitment
to providing a safe, efficient, and reliable metro service to the people of Chennai.
The new headquarters of CMRL was constructed at the cost of Rs. 320 cr. In
Nandanam on Anna Salai. With various green building aspects, the building was
constructed on 8.96 acre land allocated by the Tamil Nadu govt. and as per the
platinum scale of Indian Green Building Council (IGBC). This new headquarters is
planned to meet the requirements of current and future operations. The building has

4
3
been constructed in a curved manner to ease movement and reduce the impact of wind
and stress during earthquakes.
Additionally, an atrium is installed in the ceiling of the building to allow natural
light thus decreasing the usage of electricity. Besides this, the side walls of the atrium
are fitted with glass to provide natural light. Incidentally, keeping up with the
platinum scale of IGBC, the building is constructed with split ventilated concrete
blocks in an integrated glass system, making it ideal for long working hours. This can
also reduce heat transfer into the building and reduces the need for air conditioners.
The building is also fitted with electric charging facilities at the parking lot for 2 and 4
wheelers.
The Atrium :

An atrium is a central open space within a building, typically extending through

multiple floors and covered by a glass or transparent roof. It serves as a focal point,
allowing natural light to enter the building and providing a visually appealing and
inviting environment for people to gather, socialize, or move between different parts
of the structure.

Atriums are commonly found in various types of buildings, such as office complexes,
hotels, shopping malls, and educational institutions. They often feature elements like
trees, plants, seating areas, and decorative features to enhance the aesthetic appeal and

4
4
create a pleasant atmosphere.

In addition to their architectural and design aspects, atriums can offer functional
benefits. They can improve indoor air quality by facilitating ventilation and natural
airflow, and they may provide space for events, exhibitions, or other activities. A
well-designed atrium can also enhance the overall energy efficiency of a building by
reducing the need for artificial lighting during daylight hours.
Atriums are versatile architectural features that have been used in various ways
throughout history. They are utilized for the following purposes:

 Natural Light Source: Atriums are often designed to bring in ample natural
light into a building's interior. They feature large, open spaces with glass
ceilings or skylights, allowing sunlight to penetrate deep into the building. This
makes atriums ideal for spaces that require abundant daylight, such as lobbies,
shopping centers, and museums.

 Social Gathering Space: Atriums can serve as central gathering spaces within
a building. They provide an open and visually appealing area where people can
meet, socialize, and relax. Atriums in hotels, convention centers, and office
buildings often include seating areas, cafes, or small shops to enhance their
social function.

 Improved Ventilation: Atriums can act as natural ventilation systems by

utilizing the stack effect. Warm air rises and is expelled through vents or
windows at the top of the atrium, drawing in fresh air from lower levels. This
passive ventilation technique helps maintain a comfortable indoor environment
and reduces the need for mechanical cooling.

 Exhibition or Display Area: Atriums can be used to showcase artwork,

sculptures, or other exhibits. The open layout and ample vertical space make
them ideal for displaying large installations or creating immersive art
experiences. Museums, galleries, and cultural centers often incorporate atriums
for this purpose.

 Green Spaces: Atriums can be designed as indoor gardens or green spaces,

incorporating plants, trees, and landscaping elements. These green atriums
create a visually pleasing environment, contribute to indoor air quality, and
promote a sense of well-being. They are commonly found in hotels, corporate
headquarters, and educational institutions.

 Architectural Focal Point: A well-designed atrium can serve as a striking

architectural feature, enhancing the overall aesthetic appeal of a building.

4
5
 Atriums with unique designs, distinctive materials, or artistic elements can
become a focal point, attracting attention and creating a memorable visual
experience.

 Circulation Hub: Atriums often act as central circulation hubs, connecting

different parts of a building. They can house elevators, staircases, and
walkways, providing a functional and visually pleasing means of moving
between floors or sections. This use is common in office buildings, airports,
and large public facilities.

 Performance or Event Space: Atriums with sufficient space and acoustics can
be used for performances, concerts, or other events. Their open layout allows
for a large audience, and the vertical space can enhance the sound quality.
Atriums in cultural centers, universities, or convention centers may be designed
to accommodate such activities.

PERIPHERAL ANALYSIS OF CMRL HEAD QUARTERS:

Peripheral analysis of a CMRL headquarters typically involves evaluating

various aspects of the surrounding environment and infrastructure. For the Chennai
Metro Rail Limited (CMRL) headquarters, the analysis could include the following:

4
6
 Location: Assessing the headquarters' location on Anna Salai in relation to
transportation hubs, major roads, and public amenities. Proximity to key areas
within the city, such as business districts, residential neighborhoods, and
government institutions, may also be considered.

 Accessibility: Evaluating the ease of access to the headquarters by public

transportation, bus stops, railway stations and private vehicles. The presence of
nearby metro or bus stations and parking facilities can impact the accessibility
for employees, clients, and visitors.

 Surrounding Infrastructure: Analyzing the availability of essential facilities

and services in the vicinity, such as restaurants, cafes, banks, hotels, hospitals,
and recreational areas. A well-developed surrounding infrastructure can
enhance the convenience and comfort of employees and visitors.

 Security: Examining the safety and security measures in place both within the
headquarters and the surrounding area. This includes assessing the presence of
security personnel, surveillance cameras, and access control systems.

 Landscaping and Green Spaces: Assessing the presence of green areas,

parks, and landscaping around the headquarters. Well-maintained green spaces
can create a pleasant working environment and contribute to employee well-
being.

 Zoning and Land-Use Regulations: Understand the applicable zoning

regulations and land-use restrictions in Nandanam. Ensure that the CMRL
headquarters complies with these regulations and potential future developments
in the area

 Aesthetics and Architecture: Analyzing the architectural design and

aesthetics of the headquarters building. A visually appealing and well-designed
structure can positively impact the overall impression of the company.

 Noise and Air Quality: Evaluating the level of noise pollution and air quality
in the vicinity. This is important for maintaining a healthy and productive work
environment.

 Future Development Plans: Investigating any upcoming construction or

development projects in the surrounding area. This could impact the
headquarters' accessibility, visibility, and overall desirability of the location.

4
7
  Local Demographics: Understanding the demographics of the surrounding
population, including potential customer and employee bases. This information
can be crucial for business decisions and marketing strategies.
Location Overview of CMRL Headquarters:

 Location: Anna Salai, Nandanam

 Market Classification: Central Business District (CBD)
 Development Typology: Major developments on Anna Salai comprise
commercial offices and IT parks such as Prestige Polygon, Amarasri and
Seshachalam Towers.
 Occupier Profile: Corporate head offices, Consulting, PSU, Banks and IT
parks
 Demographics: Socio economic profile of residents i micro market falls in the
middle/high income category
 Location Connectivity: Anna Salai is the major thoroughfare of Chennai
connecting all parts of the city. Nandanam metro station is located adjacent to
the property. Chennai International Airport is located at 15 km from the
property.
 Physical Infrastructure: Micro market falls within Corporation and Chennai
Metropolitan Area (CMA) limits and has physical infrastructure such as street
lights, sewage network, well laid roads and electricity.
 Civil Infrastructure: Subject micro market has civil amenities such as
schools, high street shopping areas, banks, recreation grounds, cinemas, etc. It
is also conveniently located for surface commuting by buses and taxis.

4
8
BUILDING MAINTANENCE UNIT:

Building maintenance units, often referred to as BMUs, are essential equipment

used in the cleaning, maintenance, and repair of high-rise buildings and other
structures that are difficult to access from the ground. BMUs are typically installed on
the rooftop or sides of buildings to provide a safe and efficient way for workers to
reach various areas of the building's exterior. These units are particularly important for
cleaning windows, inspecting and repairing facades, and performing other
maintenance tasks at elevated heights. Designing and building a maintenance unit
involves several key components and considerations:

 Safety features: Safety should be the primary concern when designing a BMU.
The unit should have robust safety features to protect workers at all times.
Ensure that the unit complies with all relevant safety standards and regulations,
including local building codes and OSHA (Occupational Safety and Health
Administration) guidelines. This may include safety harnesses, emergency
braking systems, and redundant fail-safe mechanisms.

4
9
 Building Height and Configuration: The height and configuration of the
building will determine the type and capabilities of the BMU required.
Consider the number of stories, setbacks, and any unique architectural features
that may impact access to different areas of the building's façade.

 Load capacity: Determine the maximum load capacity the BMU will need to
support. The BMU must be able to handle the weight of workers, their
equipment, and any materials needed for maintenance tasks. The unit's load
capacity should be carefully calculated and tested to ensure it can safely
support the intended loads.

 Reach and mobility: The BMU's reach and mobility should be designed to
access all areas of the building's exterior that require maintenance such as all
areas of the building's façade, including setbacks, recessed areas, and corners.
This may involve telescopic or articulating arms to reach around corners and
overhangs.

 Control systems: The unit should have easy-to-use and reliable control
systems that allow operators to maneuver the BMU precisely. Remote control
capabilities may also be beneficial for certain applications.

 Weather resistance: The BMU must be designed to withstand various weather

conditions, including wind, rain, and extreme temperatures. Corrosion-resistant
materials should be used to ensure longevity.

 Building integration: The BMU should be designed in coordination with the

building's architecture to ensure a seamless fit and minimal impact on the
building's aesthetics. Consider the type of materials used on the building's
façade. Some materials may require specific equipment or cleaning methods to
avoid damage.

5
0
 Training and certification: Proper training and certification should be
provided to the operators and maintenance personnel who will be using the
BMU to ensure safe and efficient operation.

 Regulations and standards: Building maintenance units are subject to various

regulations and standards, depending on the location. Compliance with local
building codes and safety regulations is crucial.

 Maintenance and service: Determine the types of maintenance tasks the BMU
will need to support, such as window cleaning, façade inspections, repairs, and
painting. Regular maintenance and servicing of the BMU are essential to keep
it in optimal working condition and to identify any potential issues before they
become safety hazards.

 Flexibility and Maneuverability: The BMU should be flexible and

maneuverable enough to access tight spaces and irregular building shapes.
Consider options like rotating platforms and adjustable arms to enhance
flexibility.

 Operator Training: Proper training for BMU operators is crucial for safe and
efficient operation. Ensure that operators receive comprehensive training on the
equipment's use and safety protocols.

 Emergency procedures: Clear emergency procedures and protocols should be

established, and workers should be trained on how to handle emergencies while

5
1
 using the BMU. Include safety features such as emergency descent
mechanisms and backup power systems to handle unforeseen situations like
power outages.

 Maintenance and Inspection Access: Design the BMU so that it is easy to

access and maintain itself. Regular inspection and maintenance are essential to
ensure the unit's continued safe operation.

 Integration with Building Design: Ideally, the BMU's design should integrate
seamlessly with the building's architecture to minimize visual impact and
maintain the building's aesthetic appeal.

 Durability and Materials: Choose high-quality, durable materials that can

withstand weather conditions and the stresses of regular use.

 Budget and Cost: Consider the budget and overall cost of the BMU, including
installation, operation, and maintenance expenses.

 Insurance and liability: Adequate insurance coverage should be obtained to

protect against any potential accidents or damages related to the use of the
BMU.

It's important to involve qualified engineers, architects, and safety experts in the
design and construction of a building maintenance unit. Additionally, consulting with
experienced BMU manufacturers or suppliers can provide valuable insights and
ensure that the unit meets industry standards and best practices.

5
2
COMPONENTS OF BMU:
A building maintenance unit (BMU) is a mechanical device that is used to clean
and maintain the exterior of tall buildings. It is typically suspended from the roof of
the building and can move horizontally and vertically. BMUs are typically made up of
the following components:

5
3
1) Base Frame: The base frame has four wheel sets suitable for the track existing in
site. The two front wheel assemblies are centrically fitted under the frame. Both front
wheels are connected to an electric geared motor drive. The two rear wheel assembly
arms are swiveling type for negotiating bends. They are provided with vertical
allowances for compensating levels of track. Limit switches at the arm pivot ensure
speed difference between front and rear wheels while negotiating bends.
2) Crane house with jib: The crane house that houses the hoist unit and main slew
drive system is mounted to the base frame by means of a slewing ring with electrical
drive to allow the crew to slew the cradle from its non-working position on the roof to
the working position in front of the facade. The crane house designed to rigidly
support the jib with luffing mechanism and the hoist unit.
3) Jib: The jib is fitted to the crane house frame in a fixed or a hinge joint with
suitable bearing arrangement. A luffing device, consisting of an electric motor with
screw spindle and traveling nut, can be installed to allow a luffing movement of the jib
to adjust the distance between cradle and facade and pass the cradle trough high
parapets.
4) Hoist unit:

The hoist unit consists of a brake motor of irreversible type with a second centrifugal
brake, a gear box and a cable drum divided into 4-sections. The drum has helical
groves to allow the rope to wind efficiently. At the end of each layer, the direction of
motion changes to fill the following layer. FBA 1: Best system to cover the whole

5
4
perimeter of a building BMU FBA 1 installed in Spain. The rails are fixed to an upper
structure behind a 3m high parapet. The machine has a jib luffing, in order to pass the
cradle over the parapet. Both ends of the drum are supported, namely one end in an
Internal slew ring bearing support and the other end in an overspeed device with
bearing and expansion joint. The suspension ropes have core conductors of suitable
capacity to control all the functions of the power unit from cradle control panel
through a slip ring mechanism mounted to the drive of the hoist unit.
5) Cradle:

The super structure has aluminum cladding all around. The cradle is provided with
protective rubber cushions to prevent damage to the building. A trip bar under the
cradle stops the descent of the platform when an obstruction is encountered. A control
panel inside the cradle with dead-man type push buttons control system allow
controlling of the motions of the roof trolley. The cradle is suspended by four
suspension ropes, namely two hoisting ropes and two safety ropes through wedge
sockets, over load device and rope equalizing mechanism. The special shape of the
cradle will allow access to required portions of the facade.

6) Trolley System:

5
5
The trolley system is the main mobility component of the BMU. It runs along tracks
or rails installed on the building's roof or facade, allowing horizontal movement of the
BMU and workers. The trolley system is designed to support the load and movement
of the platform or cradle.
7) Approach Platform: A Platform that utilizes a pantographic style supporting
frame. Hydraulic Ram and Counterweight to “approach” the facade in conditions
where the facade is resessed and where the suspension wire ropes must remain at a
fixed distance.
8) Control Panel:

The Control Panel houses the electric control circuitry in a weather tight enclosure.

5
6