1st proposed monorail project in india-by andromeda technologies, kolkata

7/21/2019 1st Proposed Monorail Project in India-By Andromeda Technologies, Kolkata

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MMOONNOORRAAIILLhanging the way India travels

MASS RAPID TRANSPORT SYSTEM

THE FIRST MONORAIL PROJECT IN INDIA

P 78 Lake Road

Calcutta 700 029

Ph: +91-33- 2463 8872 / 2466 4542 / 4007 6906 (14 Lines)

Fax: +91-33-2464 6343


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MONORAIL A Mass Rapid Transit System 2008

KOLKATA Project 1

ONTENTS

Executive summary P-1

Chapter 1 - The Monorail System P-3

Chapter 2 - The Project Location & Catchments area P-14

Chapter 3 - The Project Components P-20

Chapter 4 - The Projected Commercials & Revenue structures P-21

Chapter 5 - Organization Brief P-24


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KOLKATA Project 2

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Executive Summary:

The Monorail, a Mass Rapid Transport System, is a new concept in India. The concept has

been dabbled on for the last few years in many states of India, but most o the state , be it

the government body or a private body, conceptualizing the project, has preferred theother modes of the light rail systems, like the Metro. An LRT sy em tha uses up a lot of

ground coverage and is based on the grid power is expensive and has numerou dif iculties

in execution of the project. Th information memorandum deals with the Hybrid

Monorail project for a 16 km stretch awa ded and extendab e by 4 km to a

p ivate entity, , in Kolkata, India.

The entity, Andromeda Technologies (P) Ltd, is formed by a group of experienced

technical p o e ionals who have the ability to take the project forward to completion.r f ss

I i i r nternat onal techn cal consultants have been tied up for the Hyb id System and

t r

s t f r t s l s

he mono ail technology.

The Project has a tremendous potential of employment generation, which will be a trend

et er in such type o p ojec in Kolkata a we l a in India. Employment in this project will

be generated in three different ways namely:

1. Direct employment in running and maintaining the system.

2. Indirect employment to people who will be supplying various necessities to

the system.

3. Direct and indirect Employment in the upcoming facilities in and around the

project.

Apart from this there will be spin-offs by the development of the area along the route

which would give rise to employment.

The information memo andum details the technical aspects of the project, the awa dedr r

location and the need and importance of the location, the various coordinating bodie ,s

governmen and private, for success ul implementation, the project costing and revenuet f

streams and a brief profile of the members of the organization executing the project.


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The Monorail System

The proposed Monorail train can consist of any number of coaches as each coach has its owncurrent generation and driving equipment. Each coach can carry 100 150 passengers. The train

will run at intervals of 10 minutes and stop and each station for 30 Sec.

The Signaling system in capable of allowing trains to run at 2 min. intervals ensuring full safety

with ATP + ATC.

To cope with rush hour passenger the number of coaches / train can be increased or frequency of

trains increased.

Depending on Traffic conditions a judicious mixing of both methods can take care of all

passengers and their travel needs.

A brief Technical description of the Monorail follows:

What is a Monorail system?

It is a bogie mounted coach but the wheel arrangement is totally different from that of a

conventional Railway coach. There is a set of rubber drive wheels riding on a concrete beam.

There is a set of guide wheels which follows the contours of the beam and thus guides the

coaches.

Given below is a cross section of the Monorail coach.

KOLKATA Project 3

Guiding Wheels

Guiding Wheels

Beam

Guiding Wheels

Beam

1


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The propulsion system can be straight electric or it could be a hybrid system (like the diesel

electric Locos). The proposed system is capable of both. The hybrid will be a LPG / CNG -

Electric drive.

KOLKATA Project 4

A simple line diagram of the system is as below:

The advantage of the hybrid drive is manifold. It does not burden the public supply grid and is

unaffected by power failures. According to the American Society of Mechanical Engineers

(ASME) the efficiencies of the various drives are as follows:-

Gasoline - 19% Hydrogen fuel cell - 27 %

All electric - 21 % Gas Electric Hybrid - 32 %

Current

Batteries

Wheel DrivingTraction Motors

LPG/ CNG ElectricGenerator

Control

System

En ine


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KOLKATA Project 5

Thus this is more cost effective than the straight electric system which draws power from the grid.

The hybrid system power is generated by LPG fuel which is much cleaner than thermal based

power and is therefore eligible for carbon trading credit.

The Monorail also meets all the requirements of the much harassed commuting public (Daily

passenger in common parlance).

That is: 1)Safety 2) Reliability 3) Frequency and punctuality 4) Comfort 5) Affordable fares

6) Pollution free.

Civil Infrastructure

The infrastructure for Monorail consists of elevated dual guide-way beams, supported on

columns, interspersed with station along the way. A depot for maintenance and overhaul activities

is at a place where adequate land can be leased.

The structure of the alignment is different from other rail systems, with guide-way beams forming

the rail for the Monorail trains. There is no other additional surfacing or tracks lay on top of the

guide-way beams. The beams are fabricated and shaped to form the final alignment geometry

with curves in both vertical and horizontal direction, with super elevations where required.

The beams for the Monorail are made up of individually pre-cast post-tensioned concrete beams,

which are erected on column piers.

The length of each span is generally 25 30m. However, the actual length is adjusted to suit the

site conditions, obstructions, existing utilities and constraints.

The concrete piers are used for spread footings or pile-supported foundations as directed by

ground conditions. For the stations, extensive use of pre-cast concrete members is adopted.

The Elevated Structure:

The clear headway is generally 5.5m above the road level.

The elevated guide-way has two alternative support structures, a single column pier or a portal

structure. It has been assumed that all foundations are of drilled piles. If spread footings can be

considered as an alternative footing, the civil infrastructure cost can be further reduced.


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The piers are generally located in the street median but can also be at one side of the road if the

situation so demands.

KOLKATA Project 6

Typical Guide-way:

Stations Design Vision and Parameters:

Station building is primarily about handling the movement of people in and out of a given terminal.

The design of the arrival area, ticketing hall and concourse leading up to platform levels enables

smooth departure and arrival.

A typical Monorai l elevated Station


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KOLKATA Project 7

Design Parameters:

Entrance

The stations, being generally located above the road median, require their entrance to be placed

on both sides of the road to provide access to pedestrians on both sides of the roads.

Access to and out of the station are by means of escalators, staircases and lifts. Mechanical and

equipment rooms are placed within the entrance wings structure so that the main station over

the road will be left lighter.

Station entrances are clearly identifiable by architectural form and signage.

Platform

The station including platforms would be dependent on the length of the train with width of upto

12.5m (3m+6.5m+3m). Generally, stations have open side platforms.

Platform space is open and naturally ventilated by wall and roof openings and by virtue of the

stack effect.

The platform areas adopt an open plan concept. The design of its envelope promotes a sense of

openness whilst providing protection against weather elements and permitting a certain degree of

natural light penetration into the space.

Roof

The roof main structure is made of steel or any other dry construction method that could provide

speedy construction and minimize disruptions.


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KOLKATA Project 8

The roof is also designed to provide integral provisions for lighting. In daytime, this is natural,

whilst at night the internal surface is used to reflect light from high efficiency fittings mounted at

low level. It also incorporates a passive design solution for natural ventilation. A modular concept

with the minimum number of components is adopted to ensure high quality control and short

construction period.

Station facilities:

Each station incorporates the following facilities:-

Station Control Room

Station Equipment Rooms

Signaling & communications system room

Gen-set room

Switch room

Pump room

A fare collection system utilizing both manual and Automated Fare Collection (AFC)

equipment.

Vestibule/turnstile.

Male and female toilets.

Facilities for the disabled like lifts, toilets, tactile pathways, ramps, visual indicators for the

deaf on the lift panels.Public telephones.

Adequate directional signage and information displays.

Seats at both sides of the platforms.

Sufficient pedestrian access and emergency exits.

Platform Edge Barriers.

Escalators, lifts and staircases between the street level and concourse level and from the

concourse level to platform level (As appropriate).

Fire Fighting, Safety and Emergency equipment.

Adequate natural and artificial lighting.Closed Circuit Television system.


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A Typical Monorail Cross Sect ion

Station Concourse

KOLKATA Project 9


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Typical Station Concourse

Station at a Glance

KOLKATA Project 10


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Some Guideway Structures for Monorail Awarded corridor

KOLKATA Project 11


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KOLKATA Project 12

A Monorai l can be effect ively integrated with a proposed Flyover on the same route


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Advantages of the Monorai l Sys tem:

1) SAFETY:

The Monorail has a very long record of safety. It has been seen from its construction that it

hugs the beam it rides on and hence there is no question of a derailment.

The latest signaling system having ATC & ATP is used thus eliminating drivers

(human) error. (This system is of course not specific to Monorails only). All this ensures the

complete safety of the passengers.

KOLKATA Project 13

2) RELIABILITY:

If the generating system of one coach fails the other coaches are quite capable of

running the train with no effect on performance.

Sudden illness of the driver will not affect the train operation as the central control

can take over the running of the train without delay.

3) FREQUENCY:

The signaling system can allow trains to run at 2 min intervals or even less. Hence

missing one train is not going to effect the commuter in any way. With this frequency

and the fact that train running is independent of road congestion and traffic signals ,

punctuality is assured.

4) COMFORT:

Monorails are air-conditioned and seating/standing configuration can be made to suit

the local requirements. Some actual monorail interiors look as below:


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TheProject in Kolkata

Introduct ion to the region and rationale for the project:1. Background to the KMA Region:

With a population of more than 14.68 million spread over the two banks of the River Hooghly, the

Kolkata Metropolitan Area (KMA) is the major urban centre and port in eastern India, which serves a

vast hinterland extending over 11 states of the country. The existing street network in Kolkata

consists of arterial roads, sub arterial roads and local streets. The total length of highways, arterial and

other major roads in KMA is about 700 km.

However, most of the roads are narrow and their geometries and surface conditions are not

very good. Lane discipline of traffic seldom is the norm. Intersections are closely spaced and are not

properly designed. Vehicles of different size, shape and maneuverability share the same right of

way. The non-observance of the lane concept and movement of more than one type of vehicle

through a single lane is a common phenomenon. The present transportation system is therefore

highly stressed and urgently requires innovative interventions.

The main cause of traffic problems in KMA area is the increasing influx of commuters into the city

core. Poor service, danger, and discomfort are common problems faced by public transportation

users. Preliminary investigation reveals that existing arterial roads of the central area are very

congested. The Volume/Capacity ratios, that ideally should not exceed 50% (0.5) on the main

arterial roads, is more than 0.8. Moreover, there is no adequate off-street parking space, leading to

extensive on-street parking.

KOLKATA Project 14

2


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KOLKATA Project 15

Major problems are: -

> Time delay at intersections in central part of Kolkata is very high than

other part of city (more than 2.5 minutes).

> High congestion delay leading to high noise and air pollution

> Urban arterial have high volume/capacity ratio (>.65)

> Speed of the vehicle is very low 10 Kmph-15 Kmph during peak hour.

> Poor maintenance of public transit system mainly Bus and Mini bus

> Accident fatality risk is very high than National rate

> Unorganised and non-integrated traffic management plan

> High traffic volume growth mainly para transit system like car, taxi,

auto rickshaw etc.

2. Project Location & Need for the Project

The project travels through the following critical catchments areas:

Budge Budge

Maheshtala

Khidderpore

Behala

Taratala

New Alipore

The area forms a major component of the Kolkata Metropolitan Area. Encompasses one of the

largest suburban agglomerations of the city of Kolkata. The area has experienced high growth in

Urban Population as well as is a centre for Industrial Establishments in the region. There are over

378 industrial establishments that already exist in this area which includes over 20 large

establishments.

With the above high growth, the surface transport in the region has experienced high saturation levels

and traffic at peak hours is almost reduced to a crawl. Add to the already prevalent traffic woes, there

are other significant developments like large scale townships that are planned in the catchments of

the project. In about 18-24 months time, when new developments like townships come up in the

area, the roads will experience 100% saturation levels. A snapshot of the road lengths and

traffic situation for four levels in the two municipalities, i.e. Maheshtala and Budge Budge are as

exhibited below:


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Road length and its % to total w.r.t Average 4-wheeler speed:

(Source: The Municipalities and Transport Master Plan)

KOLKATA Project 16

As can be seen from above, in Maheshtala, the traffic is reduced to a virtual crawl. The Budge

Budge municipality is the area further towards South east of Maheshtala and is going to be the

next growth area.

The areas are typical of inadequate and narrow motor able road with little scope of widening.

Thus, alternate forms of surface transport need to be considered and developed, so as to

adequately cater to this fast growing region through an efficient transport network, keeping in

view the constraints in the existing ROW of roads. The Monorail is technically the most feasible

option in terms of economy and lesser right of way requirement.

Average Speed during peak Hours (Km.ph)ULB Category

10 10-15 15-20 20-30

Mahestala Absolute Length (Km) 224.2 15.8 8 4

% of total Motor able 88.9 6.3 3.1 1.7

Road length

Budge Budge Absolute Length (Km) 3 5 10 10.8

% of total Motor able 10.4 17 34 38.6

Road length


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MAP OF 16 KM. APPROVED MONORAIL ROUTE: BUDGE BUDGE - TARATALA (16 Km.)

and Propsed Extension up to Rabindra Sarovar Metro Station (4 Km.)

Awarded Route :

Proposed Extension :

KOLKATA Project 17

Catchments Area:

Budge Budge Municipality

Maheshtala Municipality

Behala

Khidderpore

Taratala including Alipore

New Alipore


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KOLKATA Project 18

Catchments Area

Catchments Area of Taratala Budge Budge route


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KOLKATA Project 19

The above catchments area encompasses one of the largest suburban agglomerations of the city

of Kolkata. Huge growth of population especially since early eighties resulted in the area being on

the radar of both the common populace and the Business Class. Also there are number of large

Industrial Establishments in this Area.

Maheshtala Municipality:

Maheshtala Municipality is the second biggest municipality in terms of population and size in W.B.

The area of this municipality is 43 sq. Km which includes 35 wards.

From the very beginning the economy of this area is based on secondary services which

includes construction and manufacturing & repairing activities. It is worthy to mention here that

role of small & cottage industries are as important as that of large & medium scale industries.

Though cloth dyeing industry and firework industry are facing some threats from pollution

control authority and hence the livelihood of concerned people are endangered. Here agricultural

activity did not show any remarkable economic impact in the past & the trend is still following.

On the other hand tertiary activities like banking, transportation, trading, information technology,

health care activities, educational activities, informal services, recreation & social awareness

activities are flourishing throughout the municipal area.

The seven irrigation canals here are stagnant as a result mosquitoes and related diseases are

abound. This has been overlooked. The canals are full of hyacinth. The area have a population of

3.25 lakhs, within a 50 sq km area. Calcutta's solid wastes come into this area (in the Garden

reach, Brace Bridge, Metiabruz areas). The cow slaughter-house has not been improved since

the British period. The stagnant wastes from here enter the drainage system, and during the

rains this spreads everywhere. There are massive diarrhea problems. There is no solid waste

management, and consequently no health infrastructure commensurate to the situation we face.

Budge Budge Municipality:

Budge Budge Municipality is spread across 9.06 sq Km and comprises of 20 wards. There are 20

wards in our municipality. As discussed, this is an industrial belt with presence of the CESC

project, IOC bottling plant etc. On the main road (MG Road), tankers are abound and occupy most

of the road space and one can hardly move. The vehicular load is very high, and consequently air

pollution is bad.


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The tables below are the projected commercials for the project. The commercials have been

calculated for the 16km awarded stretch and extendable to another 4 km.

INR 00,000

Sl.No. Item Rate Unit Quantity Amount %

1 Land 2500 2.10

2 Rolling Stock

2.1 Train (2 -Coach) 2100 No. 18 378002.2 Eng.Design Etc 9000 LS 1 9000

2.3 Track eqip. 9000 LS 1 9000

2.4 Others 1500 LS 1 1500

Sub Total 57300 48.08

3 Civil engg.

3.1 Guideway 1900 KM 20 38000

3.2 Station 600 No. 4 2400

3.3 Terminal 800 No. 2 1600

3.4 Depot 2500 No. 1 2500

3.5 Esc., Gen. Etc. 500 Set 6 3000

Sub Total 47500 39.86

4 Cost of Buses 25 No. 44 1100 0.92

Total cost 108400

5 Escalation 2% 2118 1.78

6 Interest during 6% 5400 4.53

construction

7 Contingency 3% 3252 2.73Grand Total 119170 100

CAPEX Say 120000

Cost / Km = 6000.00

KOLKATA Project 21

The Projected Commercials & Revenue Structures


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KOLKATA Project 20

The various components and coordinates of the project are as follows:

[1] Government bodies

The project has the following Government departments playing a role in the sanctions and thevarious approvals required. The two Municipalities involved are Budge Budge and Maheshtala.These two municipalities are primary facilitators for the 16 km stretch that has been awarded. Theother departments that play a role in this stretch are Kolkata Port Trust, Public Works Departmentand Kolkata Municipal Corporation.

The various Ministry involved are - Public Works Department, Transport, Home and UrbanDevelopment. Primary is transport and the order has been awarded by Hon. Mr. Subhas

Chakravarty - Ministry of Public Transport. The rest of the departments have a very minimal role toplay, only on a few coordinates for the route plan. Kolkata Municipal Corporation is a body underthe Ministry of Urban Development, and they would allot the specific points on the foot paths forthe escalators to be installed.

[2] Land requirement

The land requirement for the project is minimal or rather no requirement at all. It is only if goodland is available to purchase at the Terminals or Station points, then the land is developed at theground level for commercial activities.

The land rights to build the pillars at the road median are given by the Transport Department,Kolkata Municipal Corporation and the two facilitating municipalities of Budge Budge and

Taratola. For the Garage or the shunting station, the same can be built at the same level of the raillayout over the ground level. If good amount of land is made available and can be purchased at theterminal station, only then the garage is built at the ground level.

[3] Technical requirement

The entire technical know-how and detailing for the project is taken care of by the body executing theproject with international consultants on the Hybrid Technology coaches. The technical team hasbeen identified and on board the execution body. The international consultants have been shortlisted.

[4] Others

The equity and debt partners to the project would form the other components.The SPV would be between four parties:1. The executing organization

2. The technical partner

3. The equity partner

4. The debt partner

he Project Components


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KOLKATA Project 22

Monorail - Revenue Estimates

The main source of revenue collection are:

A. Fare box

B. Advertisement

C. Lease & rent from space in stations stalls

D. Parking

E. Carbon Credits

F. Misc.

A] Fare box co llect ion:

Revenue from Fare box collection has been the major source of income for all MRTS corridors in

India. However the revenue from the other five items mentioned above can be considerable and

even equal or surpass the Fare box collection.

Fare Structure:The basic fare structure has to be comparable with the existing mode of other transport systems.

Therefore it suggested that the basic price should be 1.5 - 2 times of the Bus fare, which could be

divided in stages. For a 16- 20 Km. long corridor one could consider three stages for fare

structuring with an upper limit. If one considers Calcutta Metro system, one could find three

stages for a route length of 16.8 Km.

B] Advertisements

There is plenty of scopes for display of advertisements inside and outside the coaches, Staion,

Terminal and all along the route on the Guideway structures and piers. Advertisement through CCTV

on the trains and at station is a very successful and proven source of revenue.

C] Lease & rent from space in stations stalls

This is a very conventional and well proven method by which the Indian Railways generate

revenue. The same method and systems will be adopted with suitable modifications to suits the

system. Enquiries have been received from large hoteliers and retailers for taking over entirestation buildings for their commercial purpose.

D] Parking

The Indian Railways suburban stations and most foreign railways commuter station have large

parking areas for passengers to park their vehicles, which yields substantial revenues. It is the

intention to do the same at the station/s and terminal/s.


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KOLKATA Project 23

E] Carbon Credit

Carbon credits although a new concept, has caught on in India. It involves a company which can

make greenhouse gas (GHG) emission reductions as compared to a company doing the same

job but with higher GHG emission.

The normal MRTS uses coal based electricity which has a high GHG emission. The Hybrid

Monorail will be doing the same job as the straight electric MRTS system but generating the

electricity on each coach by an LPG run engine generator. This would give a substantially lower

GHG per pax. as compared to the conventional MRTS and thus eligible to selling Carbon Credits

and earning revenue.

F] (i) Misc. Land Development

This source of revenue has already been exploited by the DMRC and is considered a standard

model in India. It is a very common source of revenue abroad, e.g. in Europe and the U.S.A. In

India, Chennai MRTS is developing supporting infrastructure adjacent to the stations like parking

space for 2 wheelers/ taxi stands, bus stands etc. to disperse the commuters to and from stations.

Similar method can be considered in this case too, depending on availability of land around the

terminal / stations. Retail activity inside the station layout is a lucrative revenue structure. Various

other supporting revenue models has been conceptualized and feasibility drawn to strengthen the

revenue stream.

(ii) Misc. - Sponsorship of trains

Has been tried out abroad and Indian railways are contemplating this method. The trains will be

named after the sponsor, which will bring in revenue. This sponsorship will open up a wide spectrum

of possibility not only for the Monorail but even for the Main line Railways. Though these sponsorships

is basically eyeing on trains but it can even be spread over in the magnitude of sponsorship of

particular station/s and terminal/s.


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KOLKATA Project 24

The organization has been formed by a group of Technical professionals who have conceived

and perceived the entire project, has the coordinates tied up and the Monorail project awarded to

them. The key personnel are as below:

[1] Mr. P.C. Sen: A Mechanical Engineer from UK. Started his career in the year 1949. Initial part of

his career he spent 23 years with the Indian Railways, then for 6 years he was Chief Executive

Redesignated Managing Director of West Bengal Govt's Westing House Saxby Farmer ltd.;

Managing Director of the West Bengal Govt's Britannia Engg. Works and Managing Director of

Durgapur Chemicals Ltd. 1979 - 1981, he was the President of American Refrigerator Co. Ltd and

then from 1982 - 1986 he was the Chairman & Managing Director of the Govt. of India's Burn

Standard Co. Ltd.; MD, Bharat Brakes Ltd.; CMD, Rayrolle Burn Ltd and Chairman, Hooghly

Docking Ltd.

From 1986 - 1996, Chairman & Managing Director of Peerless General Finance & Investment Co.

Ltd .Apart from the small savings and financial sector, the Peerless group diversified in a gamut of

key sector of infrastructure and service sector. Two main sectors to be reckoned with are the

Housing and Health sector. Both the sector is the mastermind of Mr. P.C. Sen and now these two

are the main focus area of Peerless.

Further from 1998 - 2001 he was on Hon. Work - Director/Chairman of a number of Companies. In

the year 2000, he was the Chairman of Shriram Bearings Limited.

Since the inception of this new entity, Mr. P.C. Sen has been leading the organization as

Chairman of the company, which would pioneer in introducing Hybrid Monorail System in Indian

cities. With an outstanding track record of successful administrator of various public and private

sector companies including Indian Railways, he is the most valuable public entity.

[2] Dr. Mihir Lai Rai Choudhury: a Ph.D. & M. Tech from IIT Kharagpur, has twenty four years of

experience, has been handling business in eight North Eastern states and four eastern states.

Dr. Rai Chowdhury is a specialist in Traffic Control studies and Highway Engineering and

Member of Institution of Engineers (India) (for Life) & Chartered Engineer, Indian Roads

Congress, and Life Member of Association of Transport Development in India, Indian

Organization Brief


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KOLKATA Project 25

Geotechnical Society, Indian Society of Theoretical and Applied Mechanics. He is also a Hon.

Member of Ossa Interest Group, Europe. He has worked in Bhutan, India, Indonesia, Sri Lanka and

Bangladesh.

He has exposure to large real estate project while with Bengal Shristi, planning and execution oftownships. Unit head for a number of Highway projects, Research Scholar with NT Kharagpur, and

has been a part of various infrastructure project bids.

[3] Mr. Biplab Bhattacharya:A multifaceted exposure with various projects. He has been Managing

Partner of B. B. Consortium, engaged in Infrastructure Development Projects and in International

trade. Overseas Adviser in JESCO AVIATION LTD., DHAKA, an organization in International

trade and other activities mainly in the Infrastructure Sector. Helped them to open up an Export

oriented Textile Manufacturing unit in Dhaka. Director in MAICO Lime Factory Limited, and Chief

Advisor to Manipur Multi Farming and Trading Corporation, P. K. Leathers, Bethel Charitable Trust

and Jiyan Welfare Society.

He wrote many articles on Social, Economic, Political and Cultural papers in various magazines and

also edited a number of periodicals of different natures. Currently apart from his professional

engagements, he is busy in preparatory work for writing a book on Terrorism in South East Asia: The

Socio Economic Reasons and Remedy.

[4] Mr. Rabi Prosad Mookherjee: Bachelor of Arts from Calcutta University, Bachelor of Law

from Calcutta University, Diploma in Systems Analysis and Cobol Programming, Diploma in

Public Relations Management and Diploma in Materials Management.

He has been practicing Law in the Calcutta High Court as Senior Advocate Since 1987 in all

branches of Civil Laws. Served on the Government of India Panel from 1994 to 2001. Served as

Standing Counsel, Calcutta High Court for Indian Railways. Recently appointed as Special

Counsel for Indian Railways in the Calcutta High Court. Senior Counsel for CESC Limited,

Hindustan Petroleum Corporation Limited and Steel Authority of India. Advisor to Solar Sailor,

Australia (For Solar Powered Catamarans) for India.

[5] Mr. Bernd Winkler: Managing Director of a Holding Company in Switzerland (Automotive andElectronics) with responsibility for its business in Europe and Asia. Managing Partner of a Business

Consultancy Firm in Munich - advising companies on strategies in Europe and Asia. Successfully

completed several mergers and acquisitions. Managing post merger processes, including intercultural

processes. Managing Partner of a medium sized Textile Company in Germany with its subsequent

integrati on into a strategic partnership. Continuous development and growth of a Textile Manufacturing

Company in Malaysia.


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KOLKATA P j t 26

Since Jan 2006, he has been an independent consultant to projects in India for Public Transport

Tenders. Advising an international consortium to participate in several public transport projects in

Nagpur, Kolkata and Bangalore (India) to fit in with PPP (Public Private Partnership) rules in

India. He is also advising a Swedish Group to complete a M&A Project in the USA

Apart from five personnel above, the main force behind the company, there are other technical

members working on the details of the project.

Contact Persons:

Mr. P. C. Sen, Chairman Mr. Biplab Bhattacharya, Director

(M) +91 98300 39313 (M) +91 99037 85139

E. Mail: [email protected] E. Mail:biplabbbc @yahoo.com
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]

1st proposed monorail project in india-by andromeda technologies, kolkata

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