Report CMRLInternship DPK

5/18/2019
Report on
Internship at
CMRL
Prepared by
Deepak Prince CE18G003
Mohd Azfar CE18G005
Deva Kumar CE18G010

CMRL Internship- 2018-19
Table of Contents
Acknowledgement .................................................................................................................................. 2
Introduction ............................................................................................................................................ 2
Mechanical Electrical and Plumbing Systems (MEP) .............................................................................. 4
LT Electrical systems ........................................................................................................................... 5
Drainage and Plumbing ....................................................................................................................... 5
Fire Protection systems....................................................................................................................... 8
Novec 1230 ................................................................................................................................... 10
OHE ....................................................................................................................................................... 13
Tunnel Ventilation System .................................................................................................................... 20
Rolling Stock Division ............................................................................................................................ 23
Bogies ................................................................................................................................................ 24
Traction and Auxiliary power system................................................................................................ 32
PACIS ................................................................................................................................................. 37
HVAC ................................................................................................................................................. 41
Coupling ............................................................................................................................................ 46
Pneumatic Braking ............................................................................................................................ 50
Conclusion ............................................................................................................................................. 53
1
Acknowledgement
We would like to thank Mr. Kuldeep Singh, Manager, MEP, CMRL for all the support he has
offered during our internship period. Under his guidance we explored into the MEP division
and our role in the same. Moreover we were given opportunity to explore other major
departments such Rolling Stock, OHE and Traction, OCC, Tunnel Ventilation, S&T etc. We
would like to thank all the mentors from these departments for giving us this opportunity.
All in all the internship was extremely valuable for us to step out from the academics and
practically experience a small part of what is happening in the organisation. We also take
privilege to extend our hearty thanks to Dr. K Ramamurthy HOD Civil Department and
Dr. RG Robinson, Course Co-ordinator, IIT Madras for all the correspondences they had
offered during our training period in IIT Madras.
Introduction
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 system uses both
underground and elevated stations for its operation. The Financial support for CMRL
projects are funded by the Government of India, Government of Tamil Nadu and also by the
2
Japan International Cooperation Agency (JICA). As of now Phase 1 one of the metro is
completed and fully operational with a total route length of 46.91km. Phase 1 extension
work from Washermanpet to Wimco Nagar is in progress which will have an additional
length of about 9.051km. Phase 2 is planning is completed for a length of 118.8km and soil
testing is under progress.
Figure 1: Phase 1 Map
3
Phase 2 map
Mechanical Electrical and Plumbing Systems (MEP)
The MEP systems mainly deals with the installation and maintenance of the of the Low
Voltage side Electrical systems in the stations( ie from the secondary side 415V of the
33kV/415V Dry type transformer) , Drainage and Plumbing and Fire Protection Systems in
the stations.
LT Electrical systems
Scope of work:
• Low Voltage Power Distribution system
• Low Voltage Switchboards
• Power & control cables (FRLSZH) and Cable containment or Cable Trays.
• Lighting System
• Small Power system
• Earthing and Bonding System
• Lightning Protection system
• Uninterrupted Power Supply (UPS)
Drainage and Plumbing

For phase 1 of CMRL project, the Plumbing part of
MEP was undertaken by the Electrical team itself. But
from phase 1 extension onwards this will be handled
by the Civil department.
Figure 2 Series corporation water supply connection
The Plumbing works involves basically two parts:
 For general water supply purposes( in restrooms, drainage)

 For Fire extinguishing
5
For Fire fighting, there are two sumps each of 1,00,000 litres, totally making it 2,00,000
litres. The two tanks are connected in series to the domestic water tanks so as to ensure
that there is water in the fire water tank at all times.
Figure 14: DG pump Figure 15: Main pump and Jockey pump
There are basically three pump sets with the corresponding specifications as follows:
Pump Name Head in Meters Discharge in LPM Pressure Setting

bars
Switch Switch
On Off
Jockey Pump 70 180 6 7
Main Driven 70 2850 5 Manual

Pump
DG Pump 70 2850 4 Manual
Operation Sequence of Fire pump:
The Fire Pump Panel controls and shows the status of operation of fire pump with the
assistance of ASCO panel.
6
1. In normal condition the pressure in the closed pipe outlet is maintained above 7
bars. When there is case of fire and the hose is connected to the water outlet, there
will be a pressure drop. If the pressure drops below 6 bars, the Jockey pump
operates which is an electrically driven pump. It can discharge water at the rate of
180 litres per minute.
2. If the pressure drops below 5 bars, the the Main Driven Pump starts to operate. This
is also an electrically driven pump but with a discharge rate of 2850 litres per
minute.
3. In case of failure of electric supply or a case of pressure below 4 bars, the DG pump
starts to operate which has a discharge rate of 2850 litres per minute, where the fuel
tank nearby is already filled with diesel at required levels.
NB: For future projects, it is proposed that this separate DG set be eliminated and instead
the main pump be given an additional source of power from the DG sets which are already
being installed outdoors in every stations. This initiative is a part of cost cutting and a
reduction in area required for pump room.
Figure 16: Fire Pump Control Panel
Figure 17: Pump actuator. The set

7 point for the pump operation can be
set here
Fire Protection systems

During the internship period, we were provided with two documents based on fire system:
 Fire Safety
 Novec 1230 system
Fire safety:
The fire triangle mainly consists of three components:
 Heat – To reach the temperature

 Oxygen – To sustain combustion
 Fuel - To burn
Taking away any of these three things, the fire is suppressed.
The fuel which is burning decides the fire. So we classify the fuel into four categories:
 Class A: Wood, paper, cloth, trash, plastics—solids that are not metals
 Class B: Flammable liquids—gasoline, oil,

Grease, acetone. Includes flammable gases.
 Class C: Electrical—energized electrical equipment. As long as it’s “plugged in.”
 Class D: Metals—potassium, sodium, aluminium,

Magnesium. Requires Metal-X, foam, and other special extinguishing agents.
Every fire extinguisher has a label showing the type of fire for which the extinguisher is
applicable.
Basically there are three types of fire extinguishers:
 Water
 Carbon Dioxide
 Dry Chemical
8
Figure 18: A typical ABC type fire extinguisher
The basic thumb rule for the operation of fire extinguisher is shown using the acronym PASS
which is
Pull
Aim
Squeeze
Sweep
9
Figure 19: Fire orders placed inside station controller room
Novec 1230:
Novec gas is used for gas suppression in very critical rooms such as UPS rooms( since the
very essential loads are given supply in case of power shortage from this room as) and
station operator rooms . The VESDA system is installed which stands for Very Early Smoke
Detection and Action. This system has VESDA pipes which are installed above the false
ceilings incase of station controller room as is visible in UPS room. The VESDA pipe is a white
colour pipe through which the smoke if any passes and corresponding action will be
initiated by the VESDA control panel.
10
Figure 3: A typical VESDA implementation in UPS room
Apart from the above mentioned visits our Mentor, Kuldeep Sir, provided us with :
11
 Contract manual for E & M Works:
Figure 4: Contracts manual E& M works
 Code of practice for Earthing IS 3042: 1987
Figure 5: IS 3043
 Method Statement for testing and installation of NOVEC 1230.
12
Figure 6: NOVEC Manual
In addition to the above mentioned visits, we were given the opportunity to attend two meetings:
 Schneider Electric ( a Contractor) involved meeting for procurement of transformers and

switchgears
 A weekly review meeting presided over by Karthikeyan Sir, JGM, UG and involved several
Voltas officials.
OHE
There are three Receiving Substation (RSS).
 Koyembedu RSS
 Alandur RSS
 Chennai Central RSS (Yet to be commissioned)
During the internship, we visited the Koyembedu and Alandur substations. The 110kV
supply from the TNEB is is given to the RSS by two separate feeders to get 25kV 1 phase
supply and 33kV 3 phase supply respectively using Traction Transformers TT1, TT2 and
Auxiliary Transformers AT1, AT2 respectively. There is a Bus Sectionaliser (Bus Coupler)
which is normally closed when only one of the feeders are feeding the system.
13
Figure 7:Koyembedu RSS layout
Figure 9: Auxiliary Transformer (AT) Figure 8: Traction Transformer (TT)
14
Figure 10: Lightning arrestor ammeter. There is counting mechanism to know how many times the
surges have occurred
15
Figure 11: Buchholz Relay oil tank
Both the transformers in the substation are oil type with the following ratings:
Auxiliary Transformer AT 3 phase 110/33kV 31.5/42MVA Delta-Star
Traction Transformer TT 1 phase 110/25kV 30/42MVA where one of

the terminals is grounded
Both these transformers are having two ratings. This is because the lower power rating of
the transformer is meant for naturally air cooled operation whereas the higher power rating
is meant for the forced air cooled operation the transformers. For this purpose fans have
been mounted on the fins.
16
Figure 12: Neutral Grounding Resistor Figure 13: Neutral grounding Resistors
specifications
 Neutral Grounding Resistors are provided in the secondary side of ATs to limit the
fault current during LG, LLG faults.
The Control and Relay panel is present in the Operator room in RSS which is used to
remotely control the operation of the breakers and the bus couplers. Moreover the
numerous relays such as overvoltage relays, undervoltage relays, overcurrent relays,
17
differential relays with setting points are present in this panel
Figure 14: Control and Relay Panel for the Koyembedu RSS
18
Figure 15: Circuit Breakers inside the GIS substation
The 33 kV is then stepped down at the metro station level to get 415V 3 phase supply using
a Dry type transformer of rating 33kV/415 V, 2 MVA. There are two sets of transformers in
any given station each having a separate incoming feeder.
Figure 16: Dry type transformer
19
For each substation there is a 33kV/415V , 200kVA distribution transformer in order to meet
the power supply demands of the station. The rating of this transformer is low since it is
meant to support very less number of light loads in the station.
Figure 17: Substation Distribution Transformer
Tunnel Ventilation System

 Under the guidance of Rajaram Sir, DM, System Safety.
It is basically meant for air ventilation, heat regulation and smoke removal ( in case of fire
break out) in Underground stations. At both the ends of the stations, there are two fans.
Dampers are provided to restrict the air flow. We visited Chennai Central Station for this
purpose on 10-12-18.
20
Figure 18: Tunnel @Chennai Central
Figure 19: Station entry from tunnel
21
Figure 20: Dampers in the tunnel.
At Central Station, there are two sets of tunnel levels:
 The level which is closer to the surface is the Terminal point for Corridor 2. Hence 3
platforms are present.
 The level which father to the surface is NOT a Terminal point for Corridor 1. Hence 2
platforms are present
22
Rolling Stock Division
Introduction
The term ‘Rolling Stock’ in rail transport industry refers to any vehicles that move on a
railway. In Metro systems, the testing and maintenance of rolling stock is done in Depot
which in case of CMRL is located in Koyembedu. Depot is a place for
 Stabling of Trains
 Maintenance and repair works
 Washing and cleaning
All movement of trains in the depot is controlled by Depot Controller, working in

conjunction with PPIO and Train drivers.
The Depot in Koyembedu consists of the following:
 12 Stabling lines
 1 Washing line
 4 Inspection Bay lines
 6Workshop/Maintenance lines
 4 Infra lines
 1 Test track
 2 Shunting Necks
 1 Wheel Profiling line
 1 Workshop siding line
The Rolling Stock subsystems mainly consist of the following:
1. Pantograph
2. Transformer
3. Traction converter
4. Auxiliary converter
5. Brakes
6. Bogies
7. Coupler
8. PACIS (Public Address and Communication Information System)
9. TCMS (Train Control and Management System)
10. Doors
23
Bogies
Figure 21: A Typical Bogey
 Session on bogies were taken by Selvakumar Sir, DM, Rolling Stock on 12-11-18.
Each car has 2 Bogies. Thus in total for a 4 car configuration there are 2x4= 8 bogies.
The bogie has mainly the following functions:
 Support of the body

 Stability of the body
 Has suspensions installed to provide ride comfort
 Motors as placed on the axles for the motion of the train
 Brake systems are mounted in the bogey
The bogies are classified into two:
 Driver motor car bogie( has the traction motor along with the gears in addition)
24
 Trailer car bogie( has the disc brakes in addition)
Figure 22 : Belongs to DMC bogie
Figure 23: Belongs to TC bogie
The suspension system in the RS is divided into two:
 Primary suspension: connecting the wheel sets to the bogie frame

 Secondary suspension: connecting the bogie frame and the car body
25
There are 8 primary suspensions in each bogie
Figure 24: Primary suspension
Figure 25: Primary suspension
26
The secondary suspension consists of:
 Two air spring dampers

 Two hydraulic vertical dampers
 A single hydraulic lateral damper
Figure 26: Airspring dampers in secondary suspension
Braking in the rolling stock is divided into two:
 Regenerative braking
 Tread braking ( which is for speed less than 10 kmph)
Tread brakes are pneumatically applied ones.
By using regenerative braking upto 33% of the power is saved as well as less brake
replacement due to wear and tear. Thus cost saving is justified in the long run.
27
Figure 27: A tread brake
Each bogie has two motors, each having 270kW capacity.
Figure 28: Traction motor
28
Flexible coupling is there between motors and the gear box.
Gear box is having a gear ratio of 6:19 and helical gears are used.
Figure 29: Gear box (uncovered view)
29
Bogie add-ons:
WSP sensors: At one end of each axle it is present to prevent wheel slip during braking.
Figure 30:WSP sensor
 Earth/Current Return Unit: Provides continuity for current as well as protects the
axle box bearings.
 LZB Antenna: For signalling to the way side equipments
30
Figure 31: LZB antenna
 Odometers: Supplies distance-covered info to the train on board control and

monitoring systems.
Figure 32: Odometer
 NSD Antennas
31
 Wheel Flange Lubricator: Provides lubricaton to the wheels to reduce the wear of
the wheel flanges.
Figure 33: Wheel Flange Lubricator
Traction and Auxiliary power system

 Based on the session taken by Hayanan Sir, DM, Rolling Stock division on 13-12-18.
For the initial motion of the train from 0-30kmph, the acceleration provided is 0.8m/s2.
The service brake deceleration rate is 1.0m/s2. Using the equations of motion the stoppage
distance for the trains is computed to be 247m (assuming the initial speed to be 80 kmph).
The emergency brake deceleration is 1.3m/s2. The stopping distance is 220m.
The cars in the rolling stock is classified into two:
 Driver Motor Car DMC

 Trailer Car TC
o Each DMC has 1 Traction converters, 2 Traction motors and 1 pantograph.

o Each TC has the 1 Main Transformer, 1 VCB and earthing switch, 1 Battery box and
the 1 Auxiliary converter.
In CMRL we have 4 car configuration with 2 DMCs and 2 TCs. Hence there is 50% traction in
each rolling stock.
32
Figure 34:Traction receiving system of the rolling stock
Figure 35:Another view
Main Transformer:
It has primary side input of 25 kV and has two windings in the secondary:
33
 Traction winding 960V
 Auxiliary winding 400V
Primary side of the main transformer has the following voltage ratings:
Nominal Voltage 25kV

Lowest Permanent Voltage 19kV
Highest Permanent Voltage 27.5kV
Lowest Non-Permanent Voltage 16.5kV
Highest Non-Permanent Voltage 30kV
VCB (Vacuum Circuit Breaker)
VCB (of the rolling stock and NOT the OHE) operation:
The VCB will not close for voltages below 16.5kV and voltage above 30kV. The VCB will
remain closed for voltages between 16.5-19kV and 27.5-30kV provided for a duration of 120
sec after which if the voltage does not enter into the Permanent Voltage levels, the VCB will
open.
The VCB operation is influenced by the oil levels, heat levels, and oil flow.
Degraded mode of operation: If one of the 2 transformers in the rolling stock fails to
operate, then the other transformer supplies 50% of the HVAC of the other car for
maintaining the ride comfort.
Surge Arrester
It has a voltage rating of 41kV. Made of Gapless Metal oxide resistor with Silicon rubber
case.
Potential Transformer
Voltage ratio: 25kV/100V
Rating: 20VA
Accuracy Class: 0.5
Current Transformer
34
Current ratio: 100/1A
Accuracy Class: 1
Figure 36: Current Transformer
Traction Converter
The input to the traction converter is 1 phase 960V
Consists of:
 Rectifier bridge
 DC link
 PWM Inverter ( Vector controlled)
35
The output of the inverter is fed to 3 phase induction motor (4 in each DMC)
Thus the 1 phase 960V traction supply is converted to a 3 phase VVVF (750V phase to phase
a typical case) for the 270 kW traction motor input.
Figure 37: Traction Motor characteristics
While motoring:
Upto a speed of 1113rpm, we have constant power and variable torque operation. This is
because initially due to inertia more torque required to reach the desired speed.
At 1113 rpm, torque=2232Nm, power=260kW.
Beyond 1113rpm, we have variable torque and constant power characteristics.
At max speed 3375 rpm, torque=737Nm, power=260kW.
36
Auxiliary Converter
The input to the auxiliary converter is 1 phase 400V AC supply. This is converted to
 fixed voltage fixed frequency 3 phase 415 V AC

 110V DC
This is done AC-DC converter and using this DC link voltage:
 DC-AC inverter for 3 phase 415V AC

 DC-DC chopper for 110V DC
Figure 38: Auxiliary converter
Shore supply: It is to switch on the auxiliary supply of the rolling stock as required while
servicing the train in the depot.
PACIS
 Based on the session taken by Ashok Kumar Sir, DM, Rolling Stock division on 13-12-
18.
PACIS stands for Public Address and Communication Information System.
The main objectives of PACIS are:
 Audio Indication
 Visual Indication
 Video Indication
The entire PACIS system works on Ethernet backbone.
PACIS covers the following functions:
 Public address from radio;

 Cab to cab intercom;
 Public address from driver;
 Passenger Emergency Intercom;
37
 Wheelchair egress request;
 Doors closing sound;
 Digital Voice Announcements;
 Visual announcements;
 Video surveillance system;
 Silent alarm;
 Fault monitoring and DDU reporting
Figure 39: Drivers cabin buttons
Some typical operating modes:
1. Driver to passenger Announcement
The driver needs to press the “PA” button and stay pressed. As soon as he releases the
button, the call is terminated
2. Driver to Passenger Intercom
38
The passenger request the call with the PEI push button or an EED handle, then the driver
has to acknowledge the call pressing the desk “PEI” button. The driver needs to press the
“PTT” button to speak.
PEI- Passenger Emergency Intercom

Allows passenger to communicate with the driver.
Figure 40: PEI
3. Cabin to cabin Intercom

It is for the communication between the drivers present in the two DMCs.
4. Automatic Announcement
5. Passenger Information System
There are three kinds of PIS equipment:
1. Frontal LED display
2. Interior LED display
39
Figure 41: Internal Display
3. DRM LED Display (Dynamic Road Map)
DRM display (also known as Electronic Route Map) are placed alternatively i.e is
present in above the doors which when assigned numbering in sequence are
ODD i.e above doors 1, 3, 5, 7.
Figure 42: Electronic Route Display
The displays above the doors 2,4,6 and 8 are Static display (Adhesive Route
Map).
40
Figure 43: Adhesive Route Display
The main reason for keeping limited number of DRS is just to reduce energy
consumption.
Cab and Saloon lights
When the train is in “OFF” position, the cab light turns on when the door is opened.
While closing, the light while be turned off after 60 seconds.
The saloon light operation is based on the sensor input which is the based on the current
illumination level, and based on which determine the number of lights to be switched on.
The operator can manually control the saloon lights also. In case of emergency mode, the
sensors will no longer be working. The power is drawn from the battery. 50% illumination
will be maintained in the saloon.
HVAC
Based on session on taken by Selvakumar Sir, DM, Rolling Stock division on 14-12-18.
HVAC stands for Heat Ventilation and Air Conditioning.
There are 2 HVAC units in 1 car. One MPU present for each DMC. MPU gives signal to RIOM,
RIOM gives the corresponding signal to HVAC unit.
41
Vapour Compression system principle:
-----The refrigerant, low pressure low temp vapour enters the compressor
-----high pressure high temp saturated vapour enters the condenser
----- high pressure low temp liquid enters the expansion valve
----- low pressure low temp liquid enters into the evaporator. The air circulating around
the evaporator coils exchanges the heat and hence cool air supplied to the room. At the
same time the refrigerant is heated up to low pressure low temperature liquid and the
process repeats.---
Figure 44: Vapour compression principle
The refrigerant used for cooling is R407C.
The refrigerant unit is supplied by a contractor called “King” from China.
Each HVAC unit consists of :
 4 compressors
 2 Evaporator fans
 2 Condenser fans
 2 Heater coils
 2 Air filters
42
Figure 45: VAC components
Figure 46: 4 Compressors
43
Figure 47: Mix air filter
Figure 48: Evaporator fans
44
Figure 49: Compressor fans
Figure 50: Dry filter and Fresh air damper
HVAC CAB Booster:
It is system there in the drivers cabin to provide cool and comfort air to the train operator.
45
Figure 51: CAB Booster
Modes of operation of the VAC units:-
 Ventilation: VAC unit operating with running of Evaporator fans.

 Low Cooling: VAC unit operating with running of Evaporator fans, condenser fans,
two compressors.
 Middle Cooling: VAC unit operating with running of Evaporator fans, condenser fans,
three compressors.
 Full Cooling: VAC unit operating with running of Evaporator fans, condenser fans,
four compressors.
 Dehumidification mode: VAC unit operates with the Evaporator fans, condenser
fans, two compressors and two heaters.
 Emergency ventilation: Only evaporator fans working.
 Stop: VAC stop.
Coupling
The main objective of couplers is to connect two cars.
There are two types of couplers:
1. Automatic couplers
2. Semi-permanent couplers
Automatic coupler is the one which we find in front of the DMC.
46
Figure 52: Automatic Coupler 1
Figure 53: Automatic coupler 2
47
Figure 54: Parts of the automatic coupler
The Front portion of the coupler has two openings:
 One for Brake Pipe air flow

 One for Main Pipe air flow
Atriculation is provided in the coupler end to provide vertical and horizontal movement of
the coupler.
The coupling can be done in two ways:
 Manual operation by pulling a handle.

 Automatic operation from the cab by the operator.
Shear off device in DMC front end:
This is used to protect the coupler when the velocity of the approaching DMC is greater than
10kmph wrt to the train being coupled.
Figure 55: Shear off device
48
Figure 56: Shear off device
For the coupling between TC and TC, Semipermanent couplers are used.
Figure 57: Semipermanent coupler
Instead of articulation, Polymer pads are used for the free movement of the coupler in
different plane.
49
Figure 58: Polymer pads used in semipermanent coupler
Figure 59: Polymer pad
Pneumatic Braking
 Based on the session taken by Hayanan Sir, DM, Rolling Stock division on 17-12-18.
The compressed air is used in the Rolling Stock for the following major applications:
50
Compressed Air
Brake pipe functions
Main pipe functions
Suspension functions
Horn application
Lifting Pantograph
The compressed air is supplied by the Air Generation unit.
Figure 60: Air generation unit
51
The required air pressure is 9.5 bar. But initially the air is compressed upto 20 bar pressure
to remove maximum water content.
Issues in air generation unit
 Moisture and water formation in compressor compressor LP and HP chambers.

 Rusting of piston rings of LP and HP cylinders.
 Damage of the edges of the piston rings
 Rusting of valve plates of LP and HP cylinders
Modifications
 Modifications in ECP 926

 Modified ACL drain solenoid valve coils- ECP1010
 Modification of AGTU rear cover- ECP 1040
Main pipe functions:
 VCB operation
 Pantograph motion
 Applying Horn
 Air supply to Main, auxiliary and suspension reservoirs
 Train Uncoupling
 To fill brake pipe during backup and rescue modes through Driver Brake Valve
Brake pipe functions:
 Service brakes
 Emergency brakes
 Backup/Rescue mode
Parameters taken while applying brakes:
 Demand master controller

 Speed of train
 Load of train
Backup mode of operation: It is used for coupling dead train. The speed is limited to
25kmph.
Holding brake: To hold the train while passenger boarding from station.
Suspension Functions:
52
Electro Pneumatic Advanced Controller (EPAC) is given feedback to estimate car weight.
EPAC calculates application of brake effort based on the load pressure from suspensions.
ALV averages loading on both bogies of same car. Load Proportionate valve (LPP) feeds
proportionate pilot air to the EB application from ALV feedback.
Wheel Slide Protection:
Vehicle reference speed Vr.
 For traction- Take the lowest axle speed as the reference

 For braking- Take the highest axle speed as the reference
Wheel slide Va>Vr -During braking
Wheel spin/slip Va>Vr - During traction
Auxiliary Compressor System
For the up and down operation of pantograph.
Horn Application
Maximum loudness of the horn allowed is 125dBA @ 5m.
Floor Height and levelling system
The air supply is also used to adjust the floor height of the train based on the loading in the
train. The floor height is limited to 1120+/- 10 mm.
Conclusion
The winter and summer internship which was for a duration of about 5 weeks was really
value adding to our technical knowledge as well as managerial skills, which will be helpful
once we start working for CMRL. We would like to thank CMRL for this golden opportunity
which was provided.
**************************************************************************
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5/18/2019

Deepak Prince CE18G003

Mohd Azfar CE18G005

Deva Kumar CE18G010

Figure 1: Phase 1 Map

• Low Voltage Power Distribution system

• Low Voltage Switchboards

• Small Power system

• Earthing and Bonding System

• Lightning Protection system

• Uninterrupted Power Supply (UPS)

Drainage and Plumbing

 For general water supply purposes( in restrooms, drainage)

Pump Name Head in Meters Discharge in LPM Pressure Setting

Jockey Pump 70 180 6 7

Main Driven 70 2850 5 Manual

Operation Sequence of Fire pump:

Figure 16: Fire Pump Control Panel

Figure 17: Pump actuator. The set

Fire Protection systems

The fire triangle mainly consists of three components:

 Heat – To reach the temperature

Taking away any of these three things, the fire is suppressed.

 Class B: Flammable liquids—gasoline, oil,

 Class D: Metals—potassium, sodium, aluminium,

Basically there are three types of fire extinguishers:

Figure 18: A typical ABC type fire extinguisher

Figure 19: Fire orders placed inside station controller room

Figure 3: A typical VESDA implementation in UPS room

Figure 4: Contracts manual E& M works

 Code of practice for Earthing IS 3042: 1987

 Method Statement for testing and installation of NOVEC 1230.

Figure 6: NOVEC Manual

 Schneider Electric ( a Contractor) involved meeting for procurement of transformers and

Figure 7:Koyembedu RSS layout

Figure 9: Auxiliary Transformer (AT) Figure 8: Traction Transformer (TT)

Figure 11: Buchholz Relay oil tank

Auxiliary Transformer AT 3 phase 110/33kV 31.5/42MVA Delta-Star

Traction Transformer TT 1 phase 110/25kV 30/42MVA where one of

Figure 15: Circuit Breakers inside the GIS substation

Figure 16: Dry type transformer

Figure 17: Substation Distribution Transformer

Tunnel Ventilation System

Figure 18: Tunnel @Chennai Central

Figure 19: Station entry from tunnel

Figure 20: Dampers in the tunnel.

At Central Station, there are two sets of tunnel levels:

All movement of trains in the depot is controlled by Depot Controller, working in

The Depot in Koyembedu consists of the following:

The Rolling Stock subsystems mainly consist of the following:

Figure 21: A Typical Bogey

The bogie has mainly the following functions:

 Support of the body

Figure 22 : Belongs to DMC bogie

Figure 23: Belongs to TC bogie

The suspension system in the RS is divided into two:

 Primary suspension: connecting the wheel sets to the bogie frame