An

INTERNSHIP REPORT

On
“Internship Title ”

Submitted in partial fulfillment of the requirement of internship for

THIRD YEAR OF ENGINEERING

In

Computer Engineering

Submitted by

Student Name
Roll no -

Under the guidance of

Prof.

Amruta Vaishnvi Education & Welfare Trust’s

Shatabdi Institute of Engineering & Research

At. Post- Agaskhind (Via Deolali Camp-Bhagur) Tal-Sinnar,
Dist-Nashik

DEPARTMENT OF COMPUTER ENGINEERING

ACADEMIC YEAR: 2023-2024

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 Amruta Vaishnvi Education & Welfare Trust’s
Shatabdi Institute of Engineering & Research
At. Post- Agaskhind (Via Deolali Camp-Bhagur) Tal-Sinnar,
Dist-Nashik
DEPARTMENT OF COMPUTER ENGNIEERING
ACADEMIC YEAR: 2023-2024

This is to certify that, this report entitled “STUDENT NAME”

for partial fulfillment of the requirement of internship for THIRD YEAR OF
ENGINEERING in COMPUTER ENGINEERING as laid down by SAVITRIBAI
PHULE PUNE UNIVERSITY, Pune, is a record of their own work carried out by them
under my supervision and guidance during year 2023 – 2024.

Place: Nashik

Date:

Prof.

INTERNSHIP GUIDE TRAINING INCHARGE

Prof. Dr. P. G. VISPUTE

HEAD OF DEPARTMENT PRINCIPAL

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ATTACH INTERNSHIP COMPLETION CERTIFICATE HERE

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Internship Place Details -

M/s. Sandeep Infotech (Outsourcing Partner of Mumbai Metro One Pvt Ltd),
Mumbai Metro One Pvt Ltd, Depot,
Four Bungalows, Andheri (West),
Mumbai – 400 051

Company background – Organization:

Mumbai Metro One Pvt Ltd is a SPV (Special Purpose Vehicle) Transportation Industry
providing transportation through the Metro Railway to East - West corridor of Mumbai from
Andheri to Ghatkopar.

Activities / Scope:

1. Detailed Faults analysis & Systems performance improvement techniques

2. Practical knowledge of systems working
3. Study of the Systems Quality & Performance

Object of the Study:

To analyze the historical faults & failure data and case studies of the Electro-Mechanical
department of Maintenance Division to help them to improve the performance and Optimize the
Availability of Elevators & Escalators systems of the Mumbai Metro one.

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 CONTENTS

Sr. No Content Page No

1 Introduction 6-7

2 Objectives 18

3 Scope & Rationale of the Study 19-20

4 Methodological Details 21-27

5 Analysis 28-41

6 Suggestions 42

7 Attendance Record 43

8 Conclusion 44

9 References 45

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Introduction

The Government of Maharashtra through MMRDA, in order to improve the traffic and
transportation scenario in Mumbai and to cater to the future travel needs in the next 2-3
decades has been exploring the viability of various alternative Mass Transit systems which
are efficient, economically viable, environment friendly etc. In this context, a detailed
feasibility study was carried out under the Indo-German Technical Co-operation by
entrusting the consultancy work to TEWET in association with DE-Consult & TCS, during
1997-2000. The study recommended a mass transit corridor from Andheri to Ghatkopar as
potentially bankable and economically viable, after examining a number of alternative
corridors and alignments. This study was updated by MMRDA in May 2004. In the mean
time, DMRC (Delhi Metro Rail Corporation) prepared the master plan for Mumbai metro,
wherein they have recommended extending Andheri-Ghatkopar section to Versova as part of
the master plan and identified as priority corridor for implementation. The Government of
Maharashtra declared the project as 'public vital infrastructure project' and designated
MMRDA as Project Implementation Agency (PIA). This is the first MRTS project in India
being implemented on Public Private Partnership (PPP) format.

The Mass Rapid Transit System (MRTS) for the VAG (Versova-Andheri-Ghatkopar)
corridor is a heavy rail metro system with a Passenger carrying capacity per hour per
direction of 45,000 passengers (with 6 Car train) that is run at an average commercial speed

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of 33 km/h with the capability of running trains up to 3 min 20 sec time tabled intervals with
4 Car train.

This VAG line is the first East-West transversal MRTS in Mumbai, between Versova and
Ghatkopar. Journey time by road from Versova to Ghatkopar takes about 90+ Minutes
Mumbai Metro has been reduced to 21min.

VAG Metro line is serving as a major feeder system for two major suburban railway stations,
namely Andheri and Ghatkopar, providing significant time saving of transport for passengers
traveling North East to North West of Mumbai. Andheri and Ghatkopar are of critical
importance in terms of traffic volume and site constraints, and connections with Western
Railway and Central Railway respectively.

The Mumbai Metro runs on an elevated viaduct structure approximately 11.9 km long
between Versova station in the West and Ghatkopar station in the East. There are total 12
elevated stations among the main VAG corridor. There is one car depot, which are
connecting to the main line adjacent to Versova & D N Nagar Stations.

Figure 1: Extract from the Mumbai suburban rail network map. Metro Line 1 is depicted in
purple and runs from 'Versova' to 'Ghatkopar' stations (source: Wikimedia Commons).

About the organization

As the country looks to create world-class infrastructure, Mass Rapid Transit System is being
developed across Indian metros to provide a fast, easy and comfortable commute through
high-speed trains. Reliance Infrastructure has partnered with MMRDA in Mumbai to
successfully implement a world-class mass rapid transport system for the city of Mumbai.

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Versova-Andheri-Ghatkopar Corridor Mass Rapid Transit System (MRTS) project was
awarded by Mumbai Metropolitan Region Development Authority (MMRDA) through a
global competitive bidding process on Public-Private-Partnership (PPP) framework to R-Infra
led consortium in 2007. This was the first metro project awarded in the country on a PPP
basis and entails design, financing, construction, operation and maintenance of about 11.9 km
elevated metro with 12 stations en-route. A special purpose vehicle, namely, Mumbai Metro
One Private Limited (MMOPL) has been incorporated for the implementation of the project.
R Infra holds 74% of the equity share capital of MMOPL, while MMRDA holds 26%.
Mumbai Metro has provided much needed East to West connectivity and has carried 100
million happy commuters in its first year of operation. Mumbai Metro is modern, clean, fast
and most caring infrastructure of Mumbai. It not only saves 60min of travel time daily but
ensures that every commuter has a Nice day...!

Significance
 Provides East-West rail-based connectivity to Central and Western suburbs
 Facilitates smooth and efficient interchange between suburban rail system and other
Metros.
 Reduces the journey time from 71 minutes to 21 minutes, between Versova and
Ghatkopar
 Provides rail-based access to the MIDC, SEEPZ and other commercial developments.
 Provides mass transit connectivity to the International Airport.

Source Internet

Features:

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The Versova Andheri Ghatkopar corridor extends from Versova to Ghatkopar. Route length
is 11.4 km long with 12 stations and 1 depot at D N Nagar enroute. Mumbai Metro is going
to run on a dedicated elevated corridor and shall have highest levels of comfort for the
passengers viz. fully air-conditioned world class coaches, provision for lifts and escalators at
stations, modern automatic fare collection system, highest levels of passenger security
systems etc.

The existing sub-urban trains connect the northern and southern parts of the city. This project
will provide the first East-West rail-based connectivity to Central and Western suburbs. The
stations on the complete route would be elevated, approach for the same would be accessible
from the pavement.

Versova Andheri Ghatkopar MRTS line will serve as a major feeder system for two major
Suburban Railway Stations (Andheri and Ghatkopar), providing significant time saving of
transportation for the passengers.

Station Features:

Each metro station area is broadly divided into 3 zones.

 Road Level – You can use the staircase, escalator or elevator from the road level to
move to the concourse level.
 Concourse Level – This is divided into unpaid and paid areas. The ticket counters,
TIMs and RVCTs are located in the unpaid areas of the station. You can buy your
ticket from the unpaid area, pass through security, and use the AFC Gates to enter the
paid area. Then use the staircases, escalators, or elevators to move up to the platform
level.
 Platform Level – This is where you will board the train to your destination.

Train Features:

 Air-Conditioned Trains.
 Train Capacity – 1500 passengers in a 4-coach train (expandable to 2250 in a 6
coach’s train).
 Initial Headway/frequency of 4 min; to be increased to 3 min.

Performance:

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 i. End to End trip ~21 min (one way).
ii. Average speed ~33 kmph.
iii. Maximum speed ~80 kmph.
iv. Design Speed ~ 90 kmph.
 Fire retardant interiors with stainless steel car body.
 Live CCTV surveillance system (1st time in Metro trains in India) .
 Provision for passenger driver communication.
 Facilities for differently able passengers / commuters.
 Black Box (like airplanes) to record all vital information (1st time in a Metro in
India)

Mumbai Metro Railway Internal Image (Source Google.)

Safety and security:

All trains are fitted with security cameras and red emergency assist buttons that connect
customers directly with the train driver in case of emergency. Each station also has a red
emergency button.

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Some of metro safety and security initiatives include:

 1st metro in India with a real time surveillance security camera system in moving train.
 700 real time CCTV Cameras inside the station to monitor and keep an eye on suspicious
activities for a safe and secure journey.
 X – Ray baggage scanners, door frame metal detectors (DFMD), Hand Held Explosive
Detectors (HHED), bomb blankets, etc.
 Round the clock contingent of Maharashtra Security Force (MSF) with armed security
guards at strategic locations.
 Well-equipped station control room with trained security and personnel.
 Trained sniffer dogs patrolled in each station.

Safety Checks and Security

Facilities:
Escalators:

Escalators have been provided from the road level to the concourse levels and from the
concourse level to platform level for the convenience of passengers.

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Elevators:

Elevators have been provided at all the metro stations, especially for senior citizens,
differently abled passengers etc.

Tactile Path:

Tactile paths are provided for the visually impaired passengers which will guide them from
entering the metro station to boarding the train and vice versa.

RAMPS:

Ramps are provided which will be located right next to the elevators to help passengers on
wheelchairs to access the elevators.

Wheelchairs:

Wheelchairs are available on demand at all metro stations to cater to the needs of the
passengers.

First Aid:

First Aid services are available at all metro stations to cater to the needs of the passengers.

Washrooms:

All stations have separate washrooms for ladies, gents and differently abled passengers.

Water fountain:

Drinking water is available at all stations for the convenience of passengers.

PIDS:

Real time updates on train services, timings, disruptions etc shall be provided through the
PIDs.

PAS:

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Real time announcements shall be made through PAS during disruptions, emergencies etc.

Signages:

Signages have been placed at metro stations with information about directions, entry and
exits, layouts, utilities etc.

Customer care:

Customer Care centers is located at every station. A passenger can acquire all the required
information or assistance from these centers.

Bank ATM’s:

ATMs are located at each metro station for the convenience of passengers.

PHP (passenger help point):

There are 2 PHPs at platforms which will help the passenger contact the station controller
directly in case of an emergency.

F&B Facilities:

Various food and beverage facilities are available to passengers at all the metro stations.

Convenience Stores:

Convenience stores are available at all the metro stations.

Emergency Stop Plunger:

There are 3 ESPs located on each platform. This plunger enables a passenger to stop an
incoming train during an emergency.

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Lost and Found:

Liability of Lost of Property:

 In case a lost item has been found in the station premises or in the train, you must
immediately bring it to the notice of the metro staff present on the premises.
 We shall put in our best efforts to retrieve any item left behind by a customer in the
station premises or in the trains and hand over the same.

Ownership:
 Lost property found in the station premises or in the train shall not be regarded as the
belonging of the passenger who finds it, but will be handed over to Customer Care
center or to metro staff on duty.

Security Check:
 All property found on the Mumbai Metro Train or its premises, or if handed over by a
passenger shall undergo a baggage screen check by the metro security department.
The security department has the right to open and examine it before storing.
 The Company, without being liable, may remove or dispose any property which in its
opinion can cause damage, injury or inconvenience to people. The Company reserves
the rights to dispose perishable goods immediately.

Retrieval:
 If a passenger has lost any property in the train or in the station premises, they must
immediately report it at the Customer Care centers at any of the stations and register a
complaint.
 Alternatively, passengers can also contact us through mail or by calling our customer
care to report lost property.

Disposal of Lost Property:

 All perishable items will be disposed immediately or at the end of the operating hours,
based on the discretion of the Company.
 All unclaimed items will be stored for a maximum period of 90 days by the Company.

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  At the end of said 90 days, all unclaimed goods will be donated to a charity identified
by the Company.

Performance:

Source http://www.reliancemumbaimetro.com/performance.html

Mission of the Organization:

To attain global best practices and become a world-class utility.

 To achieve excellence in service, quality, reliability, safety and customer care.

 To earn the trust and confidence of all customers and stakeholders, exceeding their
expectations and make the Company a respected household name.
 To work with vigor, dedication and innovation with total customer satisfaction as the
ultimate goal.
 To consistently achieve high growth with the highest levels of productivity.
 To be a technology driven, efficient and financially sound organization.
 To be a responsible corporate citizen nurturing human values and concern for society,
the environment and above all people.
 To promote a work culture that fosters individual growth, team spirit and creativity to
overcome challenges and attain goals.

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  To encourage ideas, talent and value systems.
 To uphold the guiding principles of trust, integrity and transparency in all aspects of
interactions and dealings.

Vision:
To be the most admired and most trusted metro company in the world, delivering safe,
reliable and sustainable mode of travel to our customers at competitive costs with
international standards of customer care, thereby creating superior value for all stakeholders.

Source Internet

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Organization Chart of Organization:

Organization chart 1

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Objective

To analyze the historical faults & failure data and case studies of the Electro-Mechanical
department of Maintenance Division to help them to improve the performance and Optimize the
Availability of Elevators & Escalators systems of the Mumbai Metro one.

To Learn the Maintenance procedures in transportation industries, knowledge about the systems
& it’s actual working . Maintenance workflows and dept engineering knowledge of keeping
systems available and healthy.

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Scope and Rationale of the Study

Reliability, Availability and Maintainability Concepts

Reliability:
It is concerned with the probability and frequency of failures (or more correctly, the lack of
failures). A commonly used measure of reliability for repairable systems is the Mean Time
Between Failures (MTBF). The equivalent measure for non-repairable items is Mean Time to
Failure (MTTF). Reliability is more accurately expressed as a probability of success over a
given duration of time.

Availability:

The term availability is used to indicate the probability of a system or equipment being in
operating condition at any time t. The availability of a system is a combined measure of both
reliability and maintainability.

Maintainability:
It is defined as the measure of the ability of an item to be restored or retained in a specified
condition. Simply stated, maintainability is a measure of how effectively and economically
failures can be prevented through preventive maintenance and how quickly system operation
following a failure can be restored through corrective maintenance. Commonly used
measures of maintainability in terms of corrective maintenance are the Mean Time To Repair
(MTTR) and a limit for the maximum repair time. Maintainability is a design parameter,
while maintenance consists of actions to repair or prevent a failure event.

Safety:
Safety the state of technical system freedom from unacceptable risk of harm. Or the
combination of expected frequency of loss and the expected degree of severity of that loss.

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RAMS (Reliability, Availability, Maintainability safety) Analysis
Reliability and maintainability management is attracting new interest in today’s corporate
world. The quest to remain competitive and provide timely and accurate services is partly
responsible for this interest.

A company cannot adopt a rapid response strategy if its system is unavailable and unreliable.
As engineering disciplines, reliability and maintainability are relatively new. Reliability and
maintainability are not only important parts of the engineering design process but also
necessary functions in life-cycle costing, cost benefit analysis, operational capability studies,
repair and facility resourcing, the determination of inventory and spare parts requirements,
replacement decisions, and the establishment of preventive maintenance programmers.

The first European standard (EN 50126) for the railway system in this context was published
in 1999 by CENELEC and defines Reliability, Availability, Maintainability and Safety
(RAMS) as a characteristic of a system’s long-term operation. The standard states that RAMS
is achieved by the application of established engineering concepts, methods, tools, and
techniques throughout the life cycle of the system.

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Methodological Details
Reliability (Mean Time between Failures):

Reliability is a characteristic of design. It is defined as the ‘probability that a specified item

will perform a specified function within a defined environment, for a specified length of
time’. For complex systems the reliability requirement is normally specified in terms of the
mean-time between failures (MTBF) or as a failure rate, for example failures per million
operating hours.

Figure: Extract from Google source MTBF

Availability

Availability is the availability of an item/system is the probability that this item/system will
be in a state to perform a required function under given conditions, at a given instant in time
or over a time interval, assuming that the given external resources are provided.

Availability is defined by A = MUT/ (MUT + MDT) where MUT refers to Mean Uptime
and MDT to Mean Downtime.

Maintainability

Maintainability is a characteristic of design and is essentially a measure of the ease with

which the item can be maintained. A more formal definition is ‘maintainability is a
characteristic of design and installation, expressed as the probability that an item will be
restored to operating condition, within a given period of time, using prescribed procedures
and resources. The most commonly used measure of maintainability is the mean time to
repair (MTTR). Where the logistical delays aren’t considered, and the time of interest is the

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time actively spent in repairing the system maintainability can be measured as mean active
repair time (MART).

MTTR measures as: Availability = MTBF / MTBF + MTTR

MDT (Mean down time):

Mean down time (MDT) is the average time that a system is non-operational. This includes
all downtime associated with repair, corrective and preventive maintenance, self-
imposed downtime, and any logistics or administrative delays.

MDT Measures as: MDT = Total Down Time / Total no of Failures or Faults

Safety:
Safety the state of technical system freedom from unacceptable risk of harm. Or the
combination of expected frequency of loss and the expected degree of severity of that loss.

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Lifts and Escalators at Mumbai Metro Stations
Mumbai Metro Line 1 connects Versova in the Western Suburbs to Ghatkopar in the Central
Suburbs, covering a distance of 11.9 kilometers. It is fully elevated, and consists of 12
stations. Work on the Versova-Andheri-Ghatkopar corridor, a part of Phase I, began on 8
February 2008. A crucial bridge on the project was completed at the end of 2012. The line
opened for service on 8 June 2014. Mumbai Metro has designed the user-friendly stations on
three levels they are as below:

I. Road Level (For Station Access)

II. Concourse level (for ticketing/ technical services/ retail facilities)
III. Platform level (for boarding/ alighting)

Elevators have been provided at all the metro stations, especially for senior citizens,
differently challenged passengers etc. Also Escalators have been provided from the road level
to the concourse levels and from the concourse level to platform level for the convenience of
passengers. Total No of 45 Lifts has been installed at across the 12 stations for passenger’s
convenience and 95 numbers of Escalators are installed at across the 12 stations for
passenger’s convenience.

Figure: Extract from Google source Escalator

Figure: Extract from Google source Elevator

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Availability of Lifts (Elevators) & Escalators at Stations
As per the contractual part and passengers’ convenience Metro One needs to maintain the
availability Target for Lifts and Escalators 99.05 %.

Based on the old data study, the availability of Lift and Escalators was as follows:-

Availability of Elevator period June 2014-May 2015

Availability of Lift (%) 2014-15

99.90 99.86
99.85 99.83
99.80 99.76 99.78
99.75 99.72 99.71
99.70 99.68
99.65
99.65 99.63 99.62 99.62
99.60 99.55
99.55
99.50
99.45
99.40
99.35
June July Aug Sept Oct Nov Dec Jan Feb Mar Apr May

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Availability of Escalator period June 2014-May 2015

Availability of Escalator (%) 2014-15

102.00
100.00
100.00 100.00 100.00
100.00 99.00 99.00 99.00 99.00
98.00
98.00 97.00

96.00
94.00
94.00 93.00

92.00

90.00

88.00
June July Aug Sept Oct Nov Dec Jan Feb Mar Apr May

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Study of Reliability improvement techniques:
Usage of better components
 High quality level (design and manufacturing)
 Minimum variations in specifications
 Lower failure rates
 Factor of safety (FS) margin
 Better materials

System simplification
 Done during design stage
 To simplify a system, creative thinking and design is necessary
 Number of components and variety of components in the design should be as few as
possible.
 Usage of standard, interchangeable parts is very important.
 Design should be easily understandable and the complexity should be eliminated.

Derating
 Derating is the reduction in electrical and thermal stresses applied to a part in order to
decrease the part failure rate, which enhance the equipment reliability.
 It can be defined as a design strategy to improve the reliability of a part by operating
the part at stresses value less than its maximum rated value.
 The rated parameters can be voltage, current, power, force, torque, speed,
temperature, humidity etc.
 It is similar to the design strategy of FOS.

Redundancy
 More number of components than actually required for operation are connected in
parallel.
 Many types of redundancies, viz. active, stand‐by, k‐out‐of –m system etc.
 Any level of system reliability can be achieved.

Controlling the work environment

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  The failure rate of the component increases many times when the working
environment becomes more and more severe.
 Material properties change with the operating environment and as a result the strength
reduces, increasing the failure rate.
 For every 10°C rise in temperature, the failure rate of most electronic components
becomes double.
 Humid and salty environments result in faster rates of corrosion and oxidation.
 Severe vibration, acceleration and shocks cause breakage, loose contact, unbalance
and change of control settings.
 Controlling the environment is one of the most important method for reliability
improvement.

Maintenance

 Periodic checking
 Condition‐based monitoring
 Maintainability improvement
 Spare parts
 Skill of maintenance crew

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Analysis
Analysis of Lift (Elevator) Faults affecting availability:
Seeing the trend of faults occurring the first-year operation, we analysed the faults and its
various causes of breakdown. All the faults were analysed to identify avoidable causes of:

a. Faults due to Design Issue:

i. On initial stage of starting faults mainly occurred due to design issue like air cord,
Safety Shoe, Hall Call Button Actuator Adjustment.

b. Faults due to the site condition:

i. During initial stage, Mumbai Metro faced water seepage issues at stations, due to
the water seepage at Elevators pit, elevators stopped working.

c. Faults due to technical issues:

i. During the initial stage of system commissioning, faults occur mainly due to the
design issues.
ii. Door misalignment issues, door not locking properly, door lock switch adjustment.
iii. Loose connection of door module cable etc.
iv. Power interrupts.

d. Faults due the installation issues:

i. Some functions like fireman switch, passenger’s misuse of this safety function.
Due to the thin glasses cover.

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Fault Reported in Elevator system during the year of 14-15:

Elevator faults reported on Year (%) 2014-15

5% 7%
2%

8% Aircord damaged

Communication problem
20%
Door misalignment
14%
Equipment damaged

Fireman switch faulty

Hall call button damaged

2%
Connection loose

Safety shoe defects

UPS power tripped

14% 28%

As per the above fault analysis during the year 2014-15, 28 % faults reported due to the
misalignment of doors which is design issue, 07 % faults reported of air cord damaged, there
were second largest numbers of failures reported of communication problem in lifts. 14%
equipment damage faults reported, 2% fireman switch related faults reported, 14% of hall call
button damaged reported during the year, 8% connection loose issue reported, 2% safety
related issues and 5% faults reported due to the power interruption.

Analysis of Escalator Faults which affected the availability:

Seeing the trend of faults occurring the first-year operation, we analysed the faults and its
various causes of breakdown. All the faults were analysed to identify avoidable causes of:

a. Faults due to site conditions:

i. After the commissioning of system and increase in the number of passengers /
commuters escalators stopped working due the foreign partials like stone and mud
comes along with passenger’s footwear and stuck between the escalators steps and
comb plate.

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b. Faults due to the technical issues:
i. Faults occurred due to service break dropout.
ii. Faults occurred due to static shock.
iii. Faults due to handrail dislocation of escalators.
iv. Faults reported due to motor under speed.

c. Faults occurred due to lack of awareness of passengers:

i. Due to the lack of awareness of system use, passenger / commuters fallen down from
the escalators, cloths and footwear stuck into the escalators these types of issues come
in first year.

d. Fault due to lack of training to the station staff:

i. Station staff was not properly trained for the various operations of the escalators, like
properly ON-OFF etc.

e. Faults due to the design issues:

Misalignment of handrail or dislocation of handrail due to the design issue of
escalators occurred.

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Fault Reported in Escalator system during the year of 2014-15:

Escalator Faults reported on Year (%) 2014-15

3%
6% 2%
16%
Combplate Contact Error
4% Handrail dislocation
Safety break error
Abnormal noise
7% Equipment dislocated
10%
static shock

7% Drive chain contact

Equipment damaged
servicebreak droupout
10% Control Panel related
Forgein particals stuck
8% Motor underspeed
10% Key Switch tightened
8%
9%

As per the above pie chart data analysis during the year 2014-15, 16% fault were reported of
Combaplate , 10% Faults were reported of handrail, abnormal noise, and safety related, 09%
faults of equipment dislocation reported, drive chain contact and static shock related 08%
faults reported, 07% faults of equipment damaged and service break dropout related reported.
04% control panel related faults reported, 06% faults reported related to the foreign particles,
03% faults reported to the motor under speed and 02% of key switch related.

Approach to improve availability.

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Lift (Elevator):
The approach to reduce the number of faults on various accounts is as under:

a. Air cord Damaged :

Air cord is installed at the door detector. An error was found in door detector while
closing due to problem in Air cords (thinner). A design change has been made to the air
cord. The air cord used presently is thicker than the previously installed air cord. New
designed air cords have been installed at all locations.

b. Communication error :
Communication error occurs for the various reasons as rain water in the pit, sensor
damaged and dislocation of equipment from its exactly placed location. Water proofing
done to prevent the seepage of rain water. Preventive maintenance checklist revised, also
no of equipment added in check list.

c. Door Misalignment :
Realignment of doors and door lock switches has been replaced at all the locations, and
fix the problem.

d. Fireman Switch :
Passengers used to press the fire Man switch considering it as call button for the
Elevators. The glass covers for the fire man switch were also thin leading to the breaking
of the glass. An indication has been marked for the fireman switch. Also, the thickness
of the glass cover has been increased.

e. Hall Call button Damaged :

Elevators were not taking a call because of actuators malfunctioning. Actuators were
modified to take the call of the Elevators.

f. Loose Connection :
Remote Serial link was found loose leading to the error. Cables proper route and tighten.
Also vacuum cleaner is used during preventive maintenance so as to minimize the
problem.

g. Safety Shoe Defects :

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 Safety shoe function is installed for the identification of obstacle, if any obstacle is in the
door, door will be open. But due to defective safety shoe door were remain open without
any obstacle. The design of the safety shoe was changed in order to mitigate the fault on
account of safety shoe defects.

h. UPS Power Tripped:

UPS are installed in the pit of the Elevators. During the rainy season, the UPS get tripped
due to entry of water on the electrical circuit. In order to prevent the water seepage in the
Elevator pits, water proofing done. Also, the bracket height of the UPS has been raised
up.

Escalators:
a. Comb plate Contact Error:
Due to continuous movement and uneven loading (passengers running on escalator),
certain parts of the escalators were getting misaligned causing the operation of limit
switch. Readjustment of limit switch and due care is taken during preventative
maintenance to ensure that the movable parts are properly fitted.

b. Handrail dislocation:
Handrail dislocation was identified due to low tension in the hand rail and slippage
between hand rail and drive belt. Cases were more during monsoon. An adjustment of
tension in the drive belt has drastically reduced the dislocation cases.

c. Safety Brake:
Manual switch is provided at the escalators to press during an emergency. The activation
of switch acts as a safety brake error. Middle switches were sometimes getting pressed
inadvertently. These switches were also sometime pressed by miscreants causing
stoppage of escalators. Switches at the middle of the escalators have been provided with
a glass cover so as to avoid inadvertent operation of the switch improving its availability.

d. Abnormal noise:
Noise observed during the running of the escalators due to bending of comb teeth due to
obstruction and rubbing the plate. Attending the deformed part and provision of proper

Page 33 of 45
 mat at road level has reduced such cases. Noise was also due to of the plate touching
side walls. Periodic lubrication was done to avoid the frictional noise between the parts.

e. Static Shock:
Static shock was observed by few passengers while boarding the escalator. In order to
mitigate, the antistatic brush is provided. Also, the metallic profile of the handrail is
provided with the earthing.

f. Drive Chain Contact:

Chain moves with the steps of the escalators. If sag occurs in the chain a contact error is
generated. Existing sensor was replaced with increased sensing area and delay was
introduced in the error generating software. This has drastically reduced the escalator
fault.

g. Service brake dropout:

Escalators check their parameters, during initial starts. Sometimes error was found
during the start of the escalator. Later on PCB problem was identified for such error and
the same has been replaced at all the panel of the escalators

h. Foreign particle stuck-up:

A covering plate is provided near the comb plate of the escalator to avoid the inclusion
of any foreign particle to the escalators.

i. Motor Under speed:

Software updating has been done to set the speed of the motor within the designated
parameter.

j. Key switch :
It was found that the station staff rotates the key of the escalators with pressure more
than the needed. A proper training was imparted to the station team to start the escalators
by the rotation of the key switch smoothly.

k. Power Supply Voltage Variation:

UPS power supply is being provided for the control circuit of the escalator to avoid
escalator failures due to voltage dip resulting in the stopping of the escalator.

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l. Weather proofing of connectors:
Whether proofing tape is provided at the connector to avoid faults due to moisture.

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Findings
Improvements in Elevator availability

During the project period and with the mitigation action taken and deployment of action plan
on faults analysis the performance of elevators nearly measures 100%.

Availability of Elevators (%)

Months 2014-15 2015-16
June 99.76 99.89
July 99.63 99.91
Aug 99.65 99.95
Sept 99.62 99.87
Oct 99.55 99.87
Nov 99.72 99.91
Dec 99.71 99.94
Jan 99.68 99.86
Feb 99.62 99.95
Mar 99.86 99.95
Apr 99.78 99.94
May 99.83 99.92
Table 1

Comparison chart of lift availability after fault analysis and mitigation

Availlability of Lift 2014-15 vs 2015-16

99.95 99.95 99.95 99.94 99.92
100.00
99.89 99.91 99.91 99.94
99.87 99.87 99.86 99.86
99.90 99.83
99.76 99.78
99.80 99.72 99.71
99.65 99.68
99.70 99.63 99.62 99.62
99.60 99.55
99.50
99.40
99.30

2014-15 2015-16

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Faults / Failure analysis of Elevators:
Faults analysis is reviewed on weekly and monthly basis. Successfully implemented the
action plan and taken the follow-up. Also did the RCA for critical faults / failures.

Year wise result is shown in below:

Lift faults analysis 2014-15 Vs. 2015-16

91 83
81
71 57
61 55
51 42 41
41 26
31 20 25 23 21
21 13 14
4 7 5 3
11 1 1
1

2014-15 2015-16

A yearly report shows the considerable difference to the performance availability of the
escalators. It shows the improvements after the steps implemented to attend the faults of
the year.

During the review of our process we have improved our maintenance activates. The
location of the sensors is being checked periodically. Some activities which were
performed quarterly now have been reduced to monthly checks.

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Improvements in Escalator availability

With the mitigation activities taken for the faults as per faults analysis, performance of the
Escalators has satisfactorily improved. Table showing improvement in last two years is given
below:

Availability of Escalators (%)

Months 2014-15 2015-16
June 99.84 99.96
July 99.86 100.00
Aug 99.92 100.00
Sept 99.96 100.00
Oct 99.67 99.99
Nov 98.82 100.00
Dec 99.93 99.99
Jan 99.88 99.95
Feb 99.96 100.00
Mar 99.97 100.00
Apr 99.95 99.98
May 99.98 99.993

Table 2

Comparison chart of lift availability after fault analysis and mitigation

Availlability of Escalator 2014-15 vs 2015-16

101.00 99.96 99.97 99.99
99.83 99.87 99.90 99.93 99.94 99.90 99.97 99.99 99.9899.85
100.00 99.84 99.70 99.80 99.91 99.82 99.84 99.84
99.00 98.67 98.78

98.00
97.00 96.18 96.56
96.00
95.00
94.00
Jun Jul Aug Sept Oct Nov Dec Jan Feb Mar Apr May

2014-15 2015-16

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Faults / Failure analysis of Escalator:
Faults analysis is reviewed on weekly and monthly basis. Successfully implemented the
action plan and taken the follow-up. Also did the RCA for critical faults / failures.

Year wise result is shown in below:

Escalator faults analysis 2014-15 Vs. 2015-16

40 35
35
30 28
24
25
20 18
15
15 12 13
9 10 10
10 7 8
5
5 3 2 2 3 2
0 1 0 0 0 0
0

2014-15 2015-16

During the review of our process we have improved our maintenance activities. The
location of the sensors is being checked periodically. Some activities which were
performed quarterly now have been reduced to monthly checks.

On the safety backgrounds, the visibility vests and barricading are done while the
preventative maintenance activities are carried out at the road level.

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Improvement in Reliability (MTBF)
Elevators:

After the implementation of action plan and analysis of each and every fault and failure, we
observed following continuous improvements in reliability (MTBF). The Interval of two
failures has been increased and resulted in to the increase of system availability and reliability
of system.

Year wise Elevator Reliability:

Continious Improvment in Elevator System Reliablity 2014-16

1400.00
1200.00
1000.00
800.00
600.00
400.00
200.00
0.00

2014-16

Escalators:

After the implementation of action plan and analysis of each and every fault and failure, we
observed following continuous improvements in reliability (MTBF). The Interval of two
failures has been increased and resulted in to the increase of system availability and reliability
of system.

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Year wise Escalators Reliability:

Continious Improvment in Escalator System Reliablity 2014-16

1800.00
1600.00
1400.00
1200.00
1000.00
800.00
600.00
400.00
200.00
0.00

2014-16

Methods Used for data calculations:

Data Analysis:
Every single fault have been monitored from malfunctioning start time to service up time
through the following format.
RAMS calculation sheet

Maintenance
Fault Reported
team Total repair Total
Time to Total Administration Actual Repair Actual Repair Total Repair Total down No of Fault
Restoration reported at time in restoration Location
Sr.No Fault Date maintenance Minutes time in Hrs start time end time time in Hr time in Hrs per day
Date break down Minutes time in Min
team
location

A B C=B-A D=C/60 E F G=F-E H=G/60 I=F-A J=I/60 K

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Suggestion
Mumbai Metro must implement the condition-based monitoring System (CBM) which is now
in need of the modern system. Which is SCADA based systems for real time monitoring the
health status of the system within regular intervals. Its also directly gives the notification to
technical team about the systems health status.

Condition-based monitoring (CBM) is a proactive maintenance strategy that involves

monitoring the health and performance of equipment and systems in real-time or at regular
intervals. It aims to detect early signs of potential faults or failures, allowing for timely
maintenance or repair actions to be taken before major issues occur.

CBM relies on various sensors, data acquisition systems, and analytical techniques to monitor
and analyze the condition of assets.

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ATTENDANCE RECORD
Sr. No Date Day Work Done

1. Introduction of Mumbai Meto One

1 06.02.2023 Monday 2. Briefing on Metro Rail Project
3. Introduction of Systems & Technology
1. Station Facilities
2. Station Working
2 07.02.2023 Tuesday
3. Technologies & Systems at Stations
4. Crowd Management & Passengers Safety

1. Observation of onsite Maintenance activities

3 08.02.2023 Wednesday 2. Faults Troubleshooting Methods
3. Fault Reporting & Analysis

4 09.02.2023 Thursday 1. Introduction of Electro-Mechanical Division

2. Details of Lift & Escalator at Stations
5 10.02.2023 Friday 3. Study of Reliability improvement techniques
4. Optimization of Availability Lift & Escalator for
6 11.02.2023 Saturday passenger service
7 12.02.2023 Sunday Weekly Off
1. Working on old data for fault analysis
8 13.02.2023 Monday 2. Methods of fault reporting, data collection &
analysis.
3. RAMS (Reliability, Availability, Maintainability &
9 14.02.2023 Tuesday Safety analysis of Lift & Escalators
4. Fault categorization
10 15.02.2023 Wednesday 1. Data Analysis
11 16.02.2023 Thursday 2. Comparison of Two Years Data
3. Faults Categorization
12 17.02.2023 Friday 4. Faults mitigation & reporting
13 18.02.2023 Saturday 5. Reports preparation for Management

14 19.02.2023 Sunday Weekly Off

Site Visit
1. Signaling & Telecom Equipment Room
2. AFC Server Room
15 20.02.2023 Monday
3. Central Equipment Room
4. 25 kV Receiving Sub Station
5. Pump Room & Wastewater Treatment Plant

16 21.02.2023 Tuesday
1. Project Report
17 22.02.2023 Wednesday

Total Working Days - 15, Weekly Off - 02, Leaves - 00

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Conclusion
This study was carried out in cooperation with Maintenance employees of Mumbai Metro.
They have a consolidated experience in the application of Reliability, Availability,
Maintainability and safety since it has a great impact on the preventive maintenance tasks.

The main aim of this research work was the assessment of the availability of Elevator and
Escalator designed, configured, and eventually compared against end user site project. The
target value to reach for the availability was greater than 99% during normal working at
stations.

Moreover, the Electro-Mechanical maintenance team needed to define and rank the
equipment’s and sub-systems which were major contributors towards unavailability. Such
elements were correctly identified. Finally potential cost-effective optimization options to
ensure and achieve the target availability were proposed and implemented.

The results of the RAMS study applied on Elevator and Escalator showed that the preventive
maintenance proposed tasks and planning are generated.

The critical analysis of components and parts allowed to have a time window for effective
maintenance activities and outlined failures and main events contributing to unavailability of
Elevators and Escalators.

The present work recognizes the need for a structured approach whereby quantitative RAM
targets are set at the conceptual design stage and used throughout the system life cycle to
control and review the RAM performance.

Detailed RAMS study is used to process and design engineers to learn how to apply RAM
principles in system design.

The importance of this study was to collaborate with the company and to start a measurement
campaign collecting field data that will allow the prosecution of the research and to increase
the reliability and usefulness of results.

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References:

1. http://www.reliancemumbaimetro.com/

2. https://mmrda.maharashtra.gov.in/

3. http://www.otis.com/

4. https://www.schindler.com/

5. Research Methodology: Methods and Techniques- Book by C. R. Kothari.

6. Maintenance Decision Support Models for Railway Infrastructure using RAMS &
LCC Analyses - Ambika Prasad.

7. Railway Applications - The Specification and Demonstration of Reliability,

Availability, Maintainability and Safety (RAMS) - EN50126.

8. Reliability, Maintainability and Risk - Dr David J Smith.

9. SUBIR CHOWDHURY SCHOOL OF QUALITY AND RELIABILITY (IIT

Kharagpur) study material by Professor- Dr. Neeraj Goyal.

10. Maintainability Verification/Demonstration/Evaluation MIL-STD-471A

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