The document provides details on the formulation of the detailed project report for the Chennai Metro Rail Project. It discusses the various stages of planning and components that go into a detailed project report, including conducting site-specific studies and investigations, finalizing the basic engineering and systems, incorporating technical, financial and other inputs, and obtaining necessary clearances and commitments. It provides information on aspects like land requirement, power demand assessment, traction system selection, alignment details, utility diversion and more.

1. FORMULATION OF DETAILED
PROJECT REPORT –
Chennai Metro Rail Project
Submitted By :
Ashish Kumar
Neeraj Kumar
Parag Chaubey

2. 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

3. 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

4. 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

5. Total Land Requirement
Corridor 1 Corridor 2
Ownership Mainten Mainten
Stations Running ance Stations Running ance
Depot Depot Total
Vacant State
1.14 0.53 3.47 0.10 20.98 26.22
Govt land
Other Govt
4.34 1.68 3.88 0.38 10.28
Land
Private 2.17 0.00 4.10 2.37 3.94 12.58
TOTAL 7.65 2.21 4.10 9.72 4.42 20.98 49.08

6. 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.

7. Power Demand Assessment (MVA)
Year
Corridor
2014 2016 2026
Traction 10.3 13.2 18.9
Corridor - 1 Auxiliary 31.4 32.1 39.7
Total 41.7 45.3 58.6
Traction 10.4 15.0 21.7
Corridor - 2 Auxiliary 7.2 8.6 10.1
Total 17.6 23.6 31.8
TOTAL 59.3 68.9 90.4

8. Sources of Power Supply
Corridor Grid Sub- Location of RSS Approx Length of Cables
station (with of Metro
i/p voltage) Authority
Corridor - 1 GMR Vasavi Jail Complex 2km. 110 kV
(230/110 kV) (110/33 kV) (Double Circuit Cables)
Guindy Grid Adiyar 2km. 110 kV
Sub-station (110/33 kV) (Double Circuit Cables)
(230/110 kV)
Corridor - 2 Koyambedu Koyambedu 1km. 110 kV
Grid Sub- Depot (Double Circuit Cables)
station (110/33 kV)
(230/110 kV)

9. 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.

10. 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.

11. 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 %

12. Site Specific Study
Transport Demand
Year Corridors Daily Length Pass-km Pass
Passenger (km) km/km
(lakh)
Corr-1 318532 22.5 2632748 1.2
2011 Corr-2 254144 21.3 2137984 1.0
Total 572676 43.8 4770732 1.1
Corr-1 403169 22.5 3280363 1.5
2016 Corr-2 353297 21.3 2866624 1.3
Total 756466 43.8 6146987 1.4
Corr-1 542444 22.5 4575592 2.0
2016 Corr-2 521605 21.3 4323905 2.0
Total 1064048 43.8 8899496 2.0

13. Site Specific Study
Existing Infrastructure
• Rail Network

14. 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.

15. 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.

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

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

18. 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

19. 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

20. Rail Network
• Line Map
• Schematic Map

21. 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

22. 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.

23. 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

24. Inputs Other Than Technical
• Maintenance Depots:
 Two depots are proposed in phase-I. The Koyambedu Depot-cum-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.

25. Inputs Other Than Technical
Total 184 coaches (92 coaches for Corridor 1 & 92 coaches for Corridor 2) are
required in the year 2011.

26. 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.

27. 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.

28. 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.

29. Year Wise Investment
Figs in Rs. Cr
FY Without Taxes & Duties With Central Taxes Only
2008-09 533 570
2009-10 2971 3279
2010-11 3080 3484
2011-12 2705 3096
2012-13 1544 1767
2013-14 1621 1853
2014-15 613 701
Total 13067 14750
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.

30. 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)

31. Revenues
• The Revenue for Chennai metro mainly consists of fare box collection and other
incomes from property development, advertisement, parking etc.
Year Corr 1&2 Trips Per Day (In lakhs)
2013-14 6.66
2016-17 7.75
2026-27 12.87
• 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.

32. 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……

33. 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/Asia-Pacific/activities.cfm
• www.uitp.org/Public-Transport/metro/index.cfm