FORMULATION OF

DETAILED PROJECT
REPORT
Chennai Metro Rail Project
Submitted
By :
Ashish
Kumar
Neeraj
Kumar
Parag

STAGES OF PLANNING
CONSTRUCTION STAGE
INVESTMENT DECISION
STATUTORY CLEARANCES
EVALUATION & APPRAISAL
ENVIRONMENTAL
TECHNO ECONOMIC
COST ESTIMATE
FEASIBILITY REPORT/
OTHER INPUTS
DETAILED PROJ REPORT
CIVIL, MECH, ELECT & C&I
INPUTS
BASIC ENGG
SITE SPECIFIC STUDIES/INVESTIGATIONS
PROJECT
SITE SELECTION/PRE-FEASIBILITY STUDIES
FEASIBLITY
RECONNAISSANCE

Basic Components
Tie-up of Basic Inputs
Conduct Site Specific Studies/
Investigations
Basic Engg./System
Finalization
Technical Inputs
Inputs other than Technical
Clearances / Commitment
Financing Plan
Cost Estimates

Basic Inputs - Land

Based on draft master plan 2026 (as
per CMDA)
Total land requirement (permanent)
= approx 49 Ha
Project so designed so as to minimize
private land acquisition

Total Land Requirement

Corridor 1
Corridor 2
Mainte
Mainte
Ownership
Statio Runnin
Stations Running nance
nance
ns
g
Depot
Depot Total
Vacant
State Govt
land
Other Govt
Land
Private
TOTAL

1.14

0.53

3.47

0.10

20.98 26.22

4.34

1.68

3.88

0.38

10.28

2.17

0.00

4.10

2.37

3.94

12.58

7.65

2.21

4.10

9.72

4.42

20.98 49.08

Basic Inputs - Power

Required for running of trains, station
services and other O & M activities.
Determined by peak hour demand of
traction system and auxiliary
applications.

Power Demand Assessment

(MVA)
Corridor

Year
2016

2014

2026

Traction
Corridor Auxiliary
1
Total
Traction
Corridor Auxiliary
2
Total

10.3
31.4
41.7
10.4
7.2
17.6

13.2
32.1
45.3
15.0
8.6
23.6

18.9
39.7
58.6
21.7
10.1
31.8

TOTAL

59.3

68.9

90.4

Sources of Power Supply

Corridor

Corridor
-1

Corridor
-2

Grid Substation
(with i/p
voltage)
GMR Vasavi
(230/110
kV)

Location of
RSS of
Metro
Authority

Approx Length of
Cables

Jail Complex
(110/33 kV)

2km. 110 kV
(Double Circuit Cables)

Guindy Grid Adiyar

Sub-station (110/33 kV)
(230/110
kV)

2km. 110 kV
(Double Circuit Cables)

Koyambedu Koyambedu
Grid SubDepot
station
(110/33 kV)
(230/110

1km. 110 kV
(Double Circuit Cables)

Site Specific Study

Need for project

Fourth largest city.

Population = 80 lakhs.
Population density = 6,482 /sq km.
110 lakh trips.
Low per capita income (Rs 1,760 /
month in 2005).
65% population come under EWS.

Site Specific Study

Need for project
Study of 1992 shows Volume/capacity
ratio on more than 1 in peak hours for
33.8 % of total road length.
Congested roads.
Poor geometrics of roads in older areas.
Missing link has put pressure on radial
network.
Selection of Corridors based on
previous studies.

Site Specific Study

Traffic Forecast
Based on land use planning and
detailed surveys.
Growth rate of traffic demand = 5.2
%.
Growth in sub-urban rail system
2006-07 = 23 %
2007-08 = 12 %

Site Specific Study

Transport Demand
Year

2011

2016

2016

Corridor
Daily
s
Passeng
er

Length
(km)

Pass-km

Pass
km/km
(lakh)

Corr-1

318532

22.5

2632748

1.2

Corr-2

254144

21.3

2137984

1.0

Total

572676

43.8

4770732

1.1

Corr-1

403169

22.5

3280363

1.5

Corr-2

353297

21.3

2866624

1.3

Total

756466

43.8

6146987

1.4

Corr-1

542444

22.5

4575592

2.0

Corr-2

521605

21.3

4323905

2.0

1064048

43.8

8899496

2.0

Total

Site Specific Study

Existing Infrastructure
Rail Network

System Finalization
Track
Standard Gauge (1435mm) for the
following reasons :
a.Intensive usage
b.Long lasting
c.Minimum maintenance
d.Safety, reliability and comfort
e.Minimum noise and vibrations.

System Finalization
Traction System
750 V DC third rail for the following
reasons :
a.Height of metro structures including
train heights need to be restricted to
12 mtr.
b.25 kV AC traction system with
overhead wires provides cluttered
looks to system.

System Finalization
Signaling & Train Control
Distance to go Automatic Train
Protection and Automatic Train
Supervision
To provide capacity optimization
Provide best services to public.

System Finalization
Telecommunication
Backbone for communication
Signaling
SCADA, AFC
Operational & Administrative
requirements
Passenger Information System
Crisis Management during emergencies

System Finalization
Automatic fare Collection
To handle large number of passengers
Efficient and Proper Ticket issue & fare
collection
Simple & easy to operate
Easy accounting
Less manpower requirement
Amenable for quick fare changes
Cheaper in long run
Prevent leakage of revenue
Less cost of recyclable tickets

System Finalization
Rolling Stock
Same as used in DMRC for the
following reasons:
Proven Reliability
Passenger Safety Feature
Energy Efficiency
Low Life Cycle Cost
Light Weight
High rate of acceleration and deceleration

Rail Network
Line Map
Schematic Map

Technical Inputs

Civil Engineering

Description of Alignment
Corridor 1
Breakup of Alignment length
Total Elevated length = 8.785km
Total Underground length = 14.300km
Total Alignment length = 23.085km

Corridor 2
Break-up of alignment length
Alignment length is 22.000 km from dead end to dead end

Technical Inputs
GEOTECHNICAL INVESTIGATION
A total of 75 Boreholes were carried out along the corridors.
Archeans rock, found in the peninsular region are generally composed of granite
and Gneisses of Peninsular Gneissic Complex, composition of duke is mainly
Doleritic whereas sedimentary formations are mainly of shale and sand stone
with or without fossiliferous beds.

UTILITY DIVERSION
Following engineering items have been studied and described in this chapter:
Existing utilities and planning for their diversion during construction, if
necessary.
Land acquisition necessary for the project both on permanent basis as well as
temporary, including its break up between Government and private ownership.

Details of utility provided in the report are based on information

provided by utility agencies and need to be physically verified
before taking up construction work.

Technical Inputs
POWER SUPPLY SYSTEM
Broad estimation of auxiliary and traction power demand is made
based on the following assumptions:I. Specific energy consumption of rolling stock 70KWh/1000 GTKM
II. Regeneration by rolling stock 20%.
III. Elevated/at grade station load initially 200KW, which will increase to 300
KW inclusive of Property Development loads in the year 2026.
IV. Underground Station load initially 2000 kW, which will increase to 2500
kW in the year 2026.
V. Depot auxiliary load initially 2000KW, which will increase to 2500 KW in
the year 2026.

SCADA SYSTEM
I. The entire system of power supply (receiving, traction & auxiliary supply)
shall be monitored and controlled from a centralized Operation Control
Centre (OCC) through SCADA system. Modern SCADA system with
intelligent remote terminal units (RTUs) shall be provided. Optical fibre
provided for telecommunications will be used as communication carrier for
SCADA system

Inputs Other Than Technical

Maintenance Depots:
Two depots are proposed in phase-I. The Koyambedu Depotcum-Workshop will be the main depot and located on corridor
2. the second depot is at Minambakkam on corridor 1 for
stabling & inspection.

Train Operation Plan:

Salient Features of the proposed trains operation plan are :
Running of services for 19 hours of the day (5 AM to Midnight)
with a
station dwell time of 30 seconds,
Make up time of 5 -10% with 8 -12% coasting.
Scheduled speed for these corridors has been assumed as 34
Kmph.

Inputs Other Than Technical

Total 184 coaches (92 coaches for Corridor 1 & 92 coaches for Corridor 2) are
required in the year 2011.

Clearances and
Commitments

Implementing a metro project in a congested metropolis is indeed a challenge.

In sheer size, magnitude and technical complexity there are no parallels to
metro
projects. Further, these projects are to be carried out in difficult urban
environment without dislocating city life, while at the same time preserving
the environment.
The project involves integration of a number of complex technical systems
some of these technologies used in these systems are totally new to the
country each one of which is a major project by itself.
Interfacing various system contracts is a difficult and highly skilled exercise.
Side by side, timely and adequate funds have to be assured for
implementation and lands, without encumbrances, have to be taken
possession of in time.
Clearances from the local authorities have to be taken permission to cut trees,
diversion of utilities, management of road traffic, etc., all of which will call for
an efficient and competent project implementing agency.
Eg. Land Use Policy etc.

Approvals
Government of Tamil Nadu have
approved in principle the two initial
corridors on 7-11-2007
Government of India have approved
the Chennai Metro Rail project on
28-1-2009.

Cost Estimates
Capital costs workout at March 2007 price level as
described hereunder

Corridor 1 Rs. 5,997 Crores

Corridor 2 Rs. 5,106 Crores
(Note: Under the Fully Underground considered at one stage as per
State
Govt.s request, the cost of Corridor I was Rs. 7408 crores and
Corridor II was
Rs. 7978 crores which was considered unviable.)
Costs are excluding taxes and duties, but including general charges
@ 5% on
all items except land and 3% contingencies on all items.

Year Wise Investment

The staff is assumed to be provided @ 45 persons per kilometre. The escalation

factor used for staff costs is 6% per annum to provide for both escalation and
growth in salaries.
The cost of other expenses is based on the O & M unit cost expected for the
Delhi Metro Phase-1 project. The rate of electricity assumed in the Delhi Metro
study is about Rs. 2.30 per unit whereas at present in Chennai the applicable
rate is Rs. 3.00 per unit. The latter has been used for all calculations. The O&M
cost (excluding staff cost) has been obtained by providing an escalation of 5%
per annum.

Financing Plan

Funding Patter based on SPV model is selected as

represented below:

This project which is termed as a social project is implemented and

operated under a SPV owned by Government of Tamil Nadu (GOTN)
and Government of India (GOI)

Revenues

The Revenue for Chennai metro mainly consists of fare box

collection and other incomes from property development,
advertisement, parking etc.

The growth rate for traffic is assumed at 5.2% per annum

The trip distribution has been worked out by considering average
lead of 8.33 KM
and with an assumption that maximum lead is 30 KM, The
graphic presentation
of the same is placed below.

Fare Structure

The metro fare obtained by multiplying the bus fare by 2 times has
been rounded off to the nearest rupee.

Other Sources of revenue:

Development of Property
Leasing of Parking Right at the station
Advertisements on viaducts and many more

References
www.chennaimetrorail.gov.in
www.cmdachennai.gov.in
Japan International Co-operation Agency
www.jicago.jp
International Association of Public
Transport www.uitp.org/regions/AsiaPacific/activities.cfm
www.uitp.org/PublicTransport/metro/index.cfm