SUMMER INTERNSHIP REPORT

Sumitted to

Chennai Metro Rail Limited, CMRL

Under the Guidence of

Mr S.Manikandan
Deputy Manager,DesignDepartment,ChennaiMetro Rail Limited
Nandanam

Submitted By

Ommi Geethanand
VU22CIVL0100018

Department of Civil Engineering

GITAM School of Technology
GITAM Deemed To Be University
Visakhapatnam - 530045
 Chennai Metro Rail Limited
(A Joint Venture of Govt. of India and Govt. of Tomil Nadu)
(ISO 9001:2015 and ISO 14001:2015 Certified)
ennai MRo. 297/CMRL/HRAPT/2025
Letter 12.05.2025
To
The Head of the Department
Department c of Civil Engineering
Gitam Institute of Technology
Visakhapatanam - 530 045.

Sir,

Sub: Internship Training in CMRL- Permission Granted

Ref: Letters Received Gitam Institute of Technology dated 15-04-2025 -Regarding
Internship Training

This is with reference to the letter cited above regarding requisition for Internship Training.
2.
The Competent Authority has approved the nternship Training for the below
mentioned students from 12"n May 2025 to 7h June 2025.
SI.No Name (Thiru / Selvi) Reg No
1. Cheruvu Sai Charan VU22CIVILO100005
2. Venkata Sai Yashwanth Botcha VU22CIVILO100014
3. Baratam Sai Surya VU22CIVILO100017
4. OmmiGeethanand VU22CIVILO100018
S. Vantakula Boneswar VU22CIVILO100020
6. JKrishnanjan Kumar VU22CIVILO100022
7. S.Nithin VU22CIVILO100024

3. The above mentioned students shall report to Thiru Anto Jose, GM (UG) Tmt
S.Rajalakshmi, AGM (Arch) during the above mentioned Internship Training.
4. The students shall sign an Indemnity Bond on stamp paper at the time of undergoing the
Internship Training. Acopy of the Blank Indemnity Bond is enclosed (Annexure I) for your
information and reference, which may please be duly completed in all respects and sent to this
offce before the commencement of the Internship Training. In case, the Indemnity Bond is not
executed. then the students shall not be allowed to pursue the Internship Training in CMRL.

3. Payl
Manager (HR).
Copy To:
GM (UG)

METROS, Anna Salai, Nandanam, Chennai - 600 035.

Phone: 044-2437 8000/ Email: chennaimetrorail@cmrl.
rl.in/ Website: www.chennaimetrorail.org
CIN: U60100TN2007SGCO65596
TABLE OF CONTENT

1. Introduction to Chennai Metro

• Chennai Metro
• Phase 1
• Phase 2

2. Internship Overview & Objectives

3. Detailed Site Experience
• Kolathur Station
• Srinivasa Nagar Station
• Nadhamuni Ramp
• Tunnel Works (TDM)

4. Technical Concepts & Learnings

• Top-down and Bottom-up Construction
• D-wall Construction
• Tunnel Boring Machines
• Monitoring Instruments & Safety

5. Drawings & Documentation Review

6. Conclusion
7. References
1. INTRODUCTION

Chennai Metro
The Chennai Metro is a modern rapid transit system serving the city of
Chennai, Tamil Nadu. It is the fourth-longest metro system in India after the
ones in Delhi, Hyderabad, and Bengaluru. Designed to reduce the pressure
on Chennai’s Road network and to provide a cleaner, faster, and safer mode
of transport, the system became operational in 2015 with the opening of a
portion of Phase 1. Currently, the Chennai Metro has two main lines — the
Blue Line and the Green Line — covering a total of approximately 54.65
km, with both underground and elevated routes.
The Chennai Metro Rail project is operated by Chennai Metro Rail
Limited (CMRL), a special purpose vehicle (SPV) established on
December 3, 2007, under the Companies Act. CMRL is a joint venture
between the Government of India and the Government of Tamil Nadu,
with funding support from the Japan International Cooperation Agency
(JICA). JICA holds a majority equity share of 57%, while the remaining
43% is shared by the state and central governments.
The need for such a system arose from Chennai's growing urban sprawl,
which led to worsening traffic congestion, rising vehicle population, and
increasing pollution levels. As the city expanded, it became evident that the
existing public transport systems could not handle the growing demand. The
Chennai Metro Rail Project was thus envisioned not just as a transit upgrade
but as a larger urban mobility solution. In addition to providing a clean,
comfortable, and affordable travel experience, the metro is also designed to
integrate smoothly with Chennai’s existing MRTS (Mass Rapid Transit
System), suburban rail, and bus services, creating a multi-modal transport
network that connects the entire city.
Phase 1: Urban Mobility Transformation
Phase 1 of the Chennai Metro Rail Project laid the foundation for a modern
urban transportation system in the city. It includes two major corridors
totalling 45.6 km in length. The Blue Line (Corridor 1) runs from
Washerman pet to Chennai International Airport covering 23.1 km, while
the Green Line (Corridor 2) extends from Chennai Central to St. Thomas
Mount, spanning about 22 km. These lines include a combination of
elevated and underground sections and cover 42 stations, with important
interchange points like Koyambedu and Alandur, allowing passengers to
switch lines with ease.

Phase 1 – Map

One of the standout features of Phase 1 was its use of modern tunnelling
technology and elevated viaduct construction. It introduced world-class
amenities such as air-conditioned coaches, automatic fare collection gates,
and efficient scheduling systems. The success of Phase 1 played a crucial
role in changing commuting habits in Chennai, encouraging many residents
to switch from private vehicles to public transit. The complete Phase 1
became operational by 2019, after being opened in stages.
A notable addition to Phase 1 was the extension from Washerman pet to
Wimco Nagar, which added 9.05 km to the network with 9 new stations,
including 7 elevated and 2 underground stations. This extension further
improved connectivity to North Chennai and included the construction of
an elevated depot at Wimco Nagar. The project cost was approximately
₹3,770 crores, with the funding pattern similar to the main project — 57%
by JICA and 43% by the Government of Tamil Nadu and the Government
of India.

Phase 2: Expanding the City’s Transit Reach

With the core network from Phase 1 in place, Phase 2 of the Chennai Metro
aims to take the city’s transit infrastructure to the next level. Approved in
2019, Phase 2 involves the construction of three new corridors totalling
118.9 km, making it one of the most extensive metro expansions in India.
The primary aim of this phase is to bring metro connectivity to developing
suburbs, reduce traffic bottlenecks, and promote public transportation usage
across a much larger area.
The three corridors under Phase 2 are:
• Corridor 3: Madhavaram to SIPCOT (45.8 km)
• Corridor 4: Lighthouse to Poonamallee Bypass (26.1 km)
• Corridor 5: Madhavaram to Sholinganallur (47 km)
These corridors will include a total of 128 stations. The design comprises
both underground and elevated segments. For instance, Corridor 3 has 20
km elevated and 30 km underground, while Corridor 4 includes 18 km
elevated and 12 km underground, and Corridor 5 features 41 km elevated, 1
km at-grade, and 6 km underground sections. The combined construction
effort involves massive excavation works, diaphragm wall installations,
tunnel boring operations, and slab-level construction activities across all
corridors.

Phase 2 – Map
The Detailed Project Report (DPR) for Phase 2 was prepared by RITES and
finalized in December 2018. The initial project cost was estimated at
₹69,180 crores, but was later optimized and revised to ₹61,843 crores by
adjusting station sizes and designs. Partial funding is secured through
Official Development Assistance (ODA) loans from JICA and other
international bodies. The underground portions, especially the priority 52.01
km stretch covering parts of Corridor 3 and Corridor 5, were taken up first
due to their strategic importance. Tendering for this priority section began
in early 2020.
Upon completion, which is expected between 2026 and 2030, Phase 2 will
expand the Chennai Metro network to an impressive 173 km, deeply
transforming the public transport landscape of the city. This phase will also
offer extensive integration with other forms of transport, ease commute
times, lower vehicular emissions, and improve the overall quality of life in
the city.
2. Internship Overview & Objectives

As part of our academic curriculum in the Civil Engineering Department at

GITAM, I completed my summer internship at Chennai Metro Rail
Limited (CMRL). I was assigned to the UG06 package, which comes
under Corridor 5 of Phase 2 of the Chennai Metro Rail Project.
The internship began on May 12, 2025, with an orientation session at the
CMRL office in Nandanam. We were introduced to the larger vision of
Chennai Metro, the current status of Phase 2, and the scope of our assigned
project. After orientation, we were officially posted to UG06, a complex
underground package spanning multiple metro stations and two ramps.
UG06 includes the following stations and ramps:
• Kolathur Station
• Srinivasa Nagar Station
• Villivakkam Suburban Station
• Villivakkam Bus Terminal
• Kolathur Ramp (launching shaft)
• Nadhamuni Ramp (launching shaft)
We visited the UG06 site office where we met the resident engineers and
were introduced to site layouts, progress charts, and a brief on the
construction challenges specific to underground execution in dense urban
settings. The complexity of land acquisition, utility diversion, and safety
management made this package particularly educational.
During the initial days, we had detailed sessions on the construction process
from senior engineers like Gokul Sir, who explained the importance of
construction sequence planning, coordination between contractors and
consultants, and real-time problem solving on site. We were also shown
actual tunnelling images, shaft section designs, reinforcement layouts, and
utility management strategies.
The internship was structured to expose us to both field and office-level
engineering activities. We participated in station site walkthroughs,
interacted with structural and safety engineers, and spent time reviewing
drawings and documentation in the site office.

🔹 Key Learning Objectives of the Internship

• To understand the real-world challenges involved in the construction
of underground metro stations in dense urban environments
• To observe live construction activities at various stages including
shaft work, slab casting, waterproofing, and structural monitoring
• To gain exposure to project management practices, including how
different teams (CMRL, contractors, consultants like NKAB)
coordinate across roles
• To understand how site inspection protocols, safety briefings, and
documentation (such as method statements, SORs, and NOC reports)
are implemented and approved
• To learn from engineer–site interaction, focusing on
communication, decision-making, and the application of technical
standards in field execution
• To build familiarity with project scheduling tools, progress
monitoring, and the importance of timely material procurement and
labour planning
3. Detailed Site Experience – Chennai Metro UG06
Package (Phase 2, Corridor 5)

Kolathur Station
Kolathur Station was one of the most technically detailed and educational
sites we visited during our internship. The station box is being constructed
using the top-down construction method, while the shafts are executed
using the bottom-up method. This simultaneous use of two contrasting
methods allowed us to observe their practical applications in an urban
underground metro project.
Construction Methods Observed
• Top-Down Construction (Station Box): Excavation proceeds
beneath the roof slab, which is cast first, supported by diaphragm
walls. This method allows early reinstatement of surface structures
and limits disruption in dense urban areas.
• Bottom-Up Construction (Shafts): Excavation is carried out fully
before casting slabs sequentially from base slab up to the roof slab.
Structural Details

Element Thickness

Roof slab 1.4 meters

Concourse slab 0.9 meters

Base slab 1.4 meters

PCC Layer 75 mm (for levelling)

• A 3mm plywood sheet was placed between the PCC and the RCC roof
slab as a bond breaker, allowing controlled separation and easy
removal of PCC during top-down excavation
Diaphragm Wall (D-wall) Construction Process
• Guide walls constructed to align trench cutting.
• Mechanical trench cutters excavated alternating primary and
secondary panels.
• Bentonite slurry filled trenches to support trench walls and prevent
collapse.
• Reinforcement cages with water-sealed end stoppers lowered into
trenches.

Reinforcement Cages
• Concrete poured using the tremie method from bottom upward to
displace bentonite without contamination.
• Bentonite slurry overflow collected, cleaned, tested, and recycled.
Advanced Engineering Observations
• Couplers were extensively used to join rebars in congested zones,
reducing overlap length and maintaining structural integrity.
• Strain gauges installed on slabs monitored internal stress levels daily,
categorized into Alert, Action, and Alarm.
• Piezometers monitored groundwater levels continuously to prevent
uplift and seepage risks.
 • Integrated fireman staircases and fireproof zones enhanced
emergency evacuation readiness.
Mentorship
We were guided by Murali Sir, the station in-charge, who explained
detailed drawings, the rationale behind the construction methods, and
specialized details such as male–female D-wall joints and the overcut
method for wall interlocks. His insights were invaluable for bridging theory
and practical execution.

At Kolathur site with Murali Sir

Tunnel Works – Kolathur Ramp

Here we witnessed Tunnel Boring Machine (TBM) operations, which
were among the most technologically advanced activities on-site.
Safety Protocols
• Mandatory safety induction before tunnel entry.
• ID cards and numbered key holders collected at the tunnel entrance
and returned upon exit for headcount accuracy and compliance.
TBM Technical Details
• TBM operated using earth pressure balance technology.
• Machine propelled by 16 hydraulic jacks pushing forward while
assembling precast concrete tunnel segments behind.
• Tunnel inner diameter: 5.8 meters.
• Segment ring composed of 6 regulars + 1 tapered segment, each 270
mm thick.
• A 140 mm grout gap filled with cement grout after segment assembly
for sealing.
• Glass fibre reinforcement on TBM cutting face in D-wall zone for
smooth penetration.

Launching of TBM and the image of the Cutting Face

Operational Components
• Seven deck structures supported the TBM operations, including
segment placement, power supply, ventilation, mud conveyance,
operator cabin, and backup power.
 • Tunnel had locomotive tracks for efficient transport of muck and
segments.
Monitoring and Automation
• Automated Total Stations were used continuously to monitor the
alignment and positioning of the TBM during tunnelling. These
instruments provided real-time feedback to ensure that the tunnel
remained on its designated path, allowing engineers to detect and
correct even the slightest deviations.
• In addition to monitoring systems, dedicated tunnel ventilation
systems were installed to ensure a constant supply of fresh air inside
the tunnel during TBM operation. These included large-diameter
ventilation ducts, air blowers, and exhaust systems, which maintained
safe air quality for workers and removed dust, fumes, and heat
generated by machinery.
• The integration of monitoring equipment and tunnel ventilation
played a critical role in maintaining both operational precision and
worker safety inside the confined TBM environment.

Tunnel Ventilation
Srinivasa Nagar Station (UG06 Package)
Srinivasa Nagar Station presented a technically demanding yet extremely
rewarding learning experience during our UG06 internship under Chennai
Metro Phase 2, Corridor 5. This site was marked by challenging geological
conditions, particularly the presence of rocky substrata, which required
advanced excavation techniques and meticulous planning. Unlike
conventional stations with softer strata, Srinivasa Nagar demanded a hybrid
approach involving both trench cutters and rotary piling rigs.
This was the site where we spent the most time during our internship, and it
proved to be a cornerstone of our understanding. Danish Sir, the senior site
inspector, mentored us throughout the day, patiently walking us through
every process, sequence, safety measure, and technical decision. His
explanations bridged the gap between field execution and engineering
principles, and he encouraged us to ask questions—answering each in detail
and offering practical insights.

Key Construction Techniques & Geological Adaptations

• Excavation Equipment: Due to the rocky terrain, excavation was
carried out using a combination of trench cutters (2.8 m width) and
rotary piling rigs (1 m dia). Rotary rigs were deployed particularly
in hard rock patches where traditional trenching became inefficient.

Trench Cutter Rotary Pile Rig

 • Trial Pit Excavation: Before shaft excavation began, 30–35 mm
diameter soil samplers were used for trial pits to analyse the
subsurface profile. This ensured better understanding of strata and
helped optimize excavation tools and sequences.
• Cutter Flap Adjustments: Trench cutters were equipped with
internal cutter flaps that allowed for real-time correction of
verticality, an essential function when cutting through heterogeneous
strata.

Construction Sequence & Quality Assurance

Danish Sir guided us through the entire construction sequence in great
detail:
1. Mobilization of Machinery and Manpower
2. Trenching and Excavation
3. Reinforcement Cage Fabrication and Lowering
4. Welding and Coupler Installation (with checks for integrity)
5. Slab Casting
Every step was controlled under a framework of documented approvals
and inspections:
• Method Statement Approval: Every activity on site was preceded by
submission of a detailed Method Statement to CMRL. The statement
needed to receive one of the following:
o NOC (No Objection Certificate)
o NOC with Comments
o Rejection (requiring revision and resubmission)
No site activity was allowed to commence without a duly
approved Method Statement.
 • Site Observation Reports (SORs): These were submitted routinely
and played a dual role—documenting site progress and serving as
reference for billing approval.

Technical Highlights
• Concrete Pouring Rate: 28–30 m³ per hour, depending on trench
readiness.
• Cordon Machine: Calibrated every 5 meters to ensure shaft
alignment met vertical tolerances.
• Special M5 Panels: Deployed in areas with high groundwater or
seepage risk, enhancing durability.
• As-Built Deviations: Any changes from approved drawings or
coordinates were recorded and updated in the as-built
documentation.
• Monsoon Preparedness: A site-specific monsoon plan was in place,
covering storage protection, sump pump readiness, and material
waterproofing.
• End stoppers (usually steel plates) are placed at the end of the first
panel during casting. They help define a clean edge and support the
second panel's concrete.

End stoppers Washer

 • Water stoppers (PVC or rubber washers) are fixed along the center
of these end stoppers. When the second panel is cast, the water stopper
gets embedded into it, forming a continuous seal between the two
panels.

Utilities and Service Management

Utility diversions were a critical task, especially in a dense urban area like
Srinivasa Nagar:
• Water pipelines, telecom ducts, and sewage/drainage lines were
carefully mapped, temporarily diverted, and later restored to their
original alignments post-construction.
• Danish Sir also explained how utility diversion drawings are
coordinated with external agencies to avoid future disruptions and
billing conflicts.

Utility Diversions
Mentorship and Learning Experience
Our time at Srinivasa Nagar was made incredibly insightful thanks to
Danish Sir, whose mentorship was thorough and engaging. He provided:
• Hands-on explanation of machinery and tools
• In-depth breakdown of Method Statements and their importance
• Live demonstrations of rebar welding quality checks
• Explanation of monitoring devices like tiltmeters and cordon
systems
• Discussion on construction billing, sequencing, safety,
documentation, and coordination with design teams
His dedication to educating us transformed this visit into a full-day technical
masterclass, making Srinivasa Nagar the most immersive learning
experience of our internship.

At Srinivasa Nagar site with Danish Sir

Nadhamuni Ramp (UG06 Package)
Nadhamuni Ramp serves as the retrieval shaft for the Tunnel Boring
Machine (TBM) within Chennai Metro Phase 2, Corridor 5. Unlike
underground stations, this structure comprises only two primary levels: the
roof slab and the base slab. Its strategic location beneath the existing flyover
on MTH Road in Villivakkam necessitated innovative engineering solutions
to accommodate the TBM retrieval process without disrupting the overhead
infrastructure

Construction Methodology
• Excavation Profile: The ramp was excavated in a trapezoidal shape
with sloped sides, employing slope cutters to ensure stability and
prevent soil collapse.

Excavation Sequence

Retaining Walls of the ramp

• Grouting and Base Slab Casting: Post-excavation, grouting was
performed to consolidate the soil, followed by the casting of the base
slab, forming the foundation for subsequent structural elements.
• Retaining Walls: Constructed with a thickness of 1 meter, the retaining
walls' heights were adjusted in accordance with the slope profile to
 provide lateral support and integrate seamlessly with the sloped
excavation.

Waterproofing and Structural Integrity

• Layered Construction: Retaining walls were elevated in steps (600
mm + 300 mm) to accommodate fencing and ensure structural
coherence.
• Waterproofing Measures:
o Installation of XPS insulation boards for thermal resistance.
o Application of pre-applied waterproofing membranes to prevent
water ingress.
o Use of aqua primer and surface grinding to prepare concrete
surfaces for waterproofing layers.
• Seepage Prevention: Tie rods, swell bars, and injection hoses were
integrated into the structure to mitigate water ingress and enhance
durability.
• Finalization: The structure was completed with bag filling and parapet
wall construction, followed by site fencing and restoration to ensure
safety and environmental compliance.

XPS Board
Strategic Significance
The Nadhamuni Ramp's location under an existing flyover presented unique
challenges, requiring meticulous planning to facilitate TBM retrieval
without compromising the structural integrity of the overhead infrastructure.
This necessitated a compact and efficient design, emphasizing the
importance of precise engineering and construction practices.

On-Site Observations
During our visit, we observed the meticulous execution of each construction
phase, from excavation to waterproofing. The integration of multiple
waterproofing layers and structural elements highlighted the project's
commitment to durability and resilience. The site's complexity, due to its
urban setting and proximity to existing infrastructure, underscored the
importance of innovative engineering solutions in urban metro projects.
4. Technical Concepts & Learnings

Top-Down vs Bottom-Up Construction

One of the first major technical concepts we encountered on-site was the
distinction between the two primary construction techniques used in
underground metro station construction: the Top-Down and Bottom-Up
methods. These approaches differ not only in sequencing but also in how
they impact the surrounding environment, timeline, and safety
considerations.

At Kolathur Station under the UG06 package, the station box was being
constructed using the Top-Down method. This method involves
constructing the diaphragm walls and the roof slab first. Once the roof slab
is cast and cured, excavation begins beneath it through temporary openings.
The construction of the concourse and base slabs follows sequentially as the
excavation progresses downward. This method is particularly effective in
urban areas where it is crucial to restore surface traffic as early as possible.

Construction Sequence of Top-Down Method

On the other hand, we observed Bottom-Up construction being employed in
the shaft areas. Here, the full excavation is done first, and construction
begins from the base slab and progresses upwards. This method is generally
more straightforward in open spaces where traffic diversion is feasible. Both
methods have their unique advantages, and witnessing them side-by-side
helped us appreciate how site constraints and project needs influence
construction strategy.

Construction Sequence of Top-Down Method

Diaphragm Wall (D-Wall) Construction

Diaphragm wall construction was a recurring and central activity at nearly
all station sites. These walls serve as both retaining structures during
excavation and permanent structural boundaries of the underground station.
The D-wall process begins with guide wall construction, which acts as a
track for the trench cutter. The trench is then excavated using heavy trench
cutters and filled with bentonite slurry to stabilize the soil and prevent
collapse.

We observed the lowering of reinforcement cages into these slurry-filled

trenches. These cages were equipped with water-sealed end stoppers to
prevent groundwater ingress. The concrete was then poured using the tremie
method, where concrete is introduced from the bottom of the trench,
displacing the slurry upwards. The displaced bentonite is collected, tested,
and reused after cleaning the Bentonite slurry which was with soil mixed in
it.

A key point of learning was the concept of primary and secondary panels,
where panels are cast alternately to allow space for expansion and
interlocking. This sequencing is critical to the wall’s integrity and
performance. Attention to slurry quality, panel alignment, and concrete
placement was evident throughout, reinforcing the importance of precision
in deep foundation works.

Tunnel Boring Machine (TDM)

One of the most advanced systems we encountered during our internship
was the Tunnel Boring Machine (TBM), observed at the Kolathur Ramp.
TBMs are mechanical marvels used for creating tunnels with minimal
surface disruption. The machine operates under Earth Pressure Balance
(EPB) mode, maintaining pressure at the cutting face to prevent soil
collapse.
The TBM moves forward using 16 hydraulic jacks which push it against the
last installed ring of tunnel segments. Each tunnel ring is made up of six
curved segments and a tapered key segment. Once a ring is complete, a 140
mm gap between the ring and the excavated surface is filled with grout. The
entire system is supported by several decks which provide power,
ventilation, and a locomotive track for transport of material out of the tunnel.

Surveying equipment, such as automated total stations, continuously

monitor the TBM’s position and alignment. The use of TBMs requires
meticulous planning, from launch to segment installation and soil disposal.
Being able to observe these operations firsthand offered us invaluable
insight into one of the most complex areas of civil engineering.
Monitoring Systems
Monitoring systems play a crucial role in ensuring safety and quality
control in underground construction. At all sites, especially at Kolathur and
Srinivasa Nagar, we observed various instruments used for real-time data
collection and risk assessment.

Strain gauges were installed in slabs to monitor internal stress. These

devices provided three levels of alerts—Alert, Action, and Alarm—each
indicating an increasing level of concern and need for intervention.
Piezometers were also widely used to track groundwater levels. This data
was essential for managing uplift pressure and ensuring that base slabs
were constructed in safe, dewatered conditions.

We were also introduced to tiltmeters and cordon systems used to monitor

verticality during D-wall construction. Any deviation was corrected using
adjustable flaps on trench cutters. Additionally, we learned about
settlement markers and how surface movement was tracked to protect
nearby structures.

Each construction activity was preceded by an approved method

statement, along with pre-excavation checklists and third-party
inspections. These practices underscored the importance of documentation,
procedural integrity, and safety compliance in modern infrastructure
projects.
5. Drawings & Documentation Review
During the course of our internship, we spent significant time inside the
UG06 site office and CMRL Nandanam Office, where we were introduced
to the process of handling technical drawings, site documentation, and
approvals that are essential to every construction activity on the site.
One of our key observations was how each activity — whether it was D-
wall construction, slab casting, shaft excavation, or tunnel segment
installation — was based on detailed construction drawings that were
approved by senior engineers before work began. These drawings
included:
• General arrangement drawings (GAD)
• Sectional views of stations and shafts
• Structural details of slabs and reinforcement
• Shaft layout plans
• Segment assembly drawings for tunnel rings
We were also shown as-built drawings, which are updated representations
of the structure based on what is actually constructed on site, as compared
to the original design intent. It was fascinating to see how minor deviations
that occur during execution (e.g., due to soil shifts or utility conflicts) were
documented and updated meticulously in the as-built sets.
Another major learning was understanding the flow of method statements
— documents that outline how each construction activity should be carried
out. These are submitted by the contractor, reviewed by NCAP (third-party
inspection and quality consultant), and approved by CMRL. We observed
several such method statements, especially related to:
• Trench excavation
• Guide wall and D-wall panel construction
• Tunnel ring segment placement
• Shaft waterproofing and grouting
For each method statement, there was an associated pre-excavation
checklist, safety plan, and inspection log. The entire sequence ensures that
no work proceeds without written and verified documentation.
We also learned about the coordination mechanism between CMRL
(client), NKAB (consultant), and contractors. Every construction activity
required multiple levels of communication and approval — from drawing
review and field marking to execution and final inspection.
This documentation system helps ensure:
• Quality assurance at every step
• Traceability of any deviation
• Compliance with safety and environmental standards
Overall, this aspect of the internship gave us an excellent understanding of
how documentation is not just paperwork, but a critical backbone for
managing large infrastructure projects.
6. Conclusion
Our internship at Chennai Metro Rail Limited (CMRL) under the UG06
package has been a truly enriching and eye-opening experience. As civil
engineering students, we often study concepts like diaphragm walls, tunnel
boring, top-down construction, and project management in theory, but this
internship gave us the rare chance to see all of it happen right in front of our
eyes. Being part of an active underground metro construction site made us
realize how much thought, coordination, and technical skill go into every
step of the process. We witnessed firsthand how diaphragm walls are built
panel by panel, how excavation is sequenced based on method statements,
how shafts are reinforced, and how tunnel boring machines operate with
incredible precision. It was fascinating to see how massive infrastructure is
built with both heavy machinery and sharp human judgment working
together.
Our team of seven students was fortunate to work together throughout the
internship. Each of us brought our own perspective, and we learned just as
much from each other as we did from the engineers on site. Whether it was
asking questions during safety inductions, reviewing reinforcement
drawings, or just trying to understand the logic behind sequence planning
having a group to discuss and reflect with made the learning experience even
more meaningful.
We also gained a much deeper appreciation for project documentation and
safety systems. Everything from method statements to inspection reports
was reviewed by NKAB, the third-party quality consultant, and approved
by CMRL before execution. This showed us how professional project teams
maintain not just quality, but also accountability, every single day.
Overall, this internship has made a lasting impression on me. It has
strengthened my foundation in practical civil engineering and given me
clarity about the kind of work I want to be involved in. More importantly, it
has helped me see the value of teamwork, on-site problem solving, and
precision in execution. I walk away from this experience more confident,
more informed, and more inspired to contribute to meaningful infrastructure
in the future.
7. References

Official Sources
• Chennai Metro Rail Limited (CMRL) Official Website
https://chennaimetrorail.org

Field Presentations & Engineer Interactions

• Mr. Gokul – Senior Engineer, UG06 Package
• Mr. Murali – Station In-Charge, Kolathur Station
• Mr. Danish – Site Inspector, Srinivasa Nagar Station
• Mr. Manikandan – Deputy Manager, CMRL Head Office, Nandanam

Site Visits & Practical Observations

• Kolathur Station – Station box and shaft construction
• Srinivasa Nagar Station – Trench cutter, rotary piling, soil sampling
• Nadhamuni Ramp – Retaining wall construction, waterproofing,
slope excavation
• Kolathur Ramp – Tunnel Boring Machine (TBM) launch and ring
assembly system

Technical Documents & Drawings Reviewed

• Construction and Tunnel Drawings – UG06 Site Office & Kolathur
Ramp
• Method Statements & SORs – Verified by NKAB and CMRL
• As-Built Drawings – Reviewed at CMRL Nandanam Office
• Safety and Risk Assessment Documents