Monorail Project

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The First Monorail Project in India
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CONTENTS Executive Summary Page-3 Chapter 1 -
The Monorail System Page-6 Chapter 2 - The
Project Location Catchments Area Page-32
Chapter 3 - The Projected Commercials Revenue
Structures Page-46 Chapter 4 - The Project
Components Page-55 Chapter 5 - Organization
Brief Page-64 MONORAIL A Mass Rapid Transit
System 2009 Kolkata Project
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MONORAIL A Mass Rapid Transit System 2009
Kolkata Project 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 of the states, be it the government body
or a private body, conceptualizing the project,
has preferred the other modes of the light rail
systems, like the Metro. An LRT system that uses
up a lot of ground coverage and is based on the
grid power is expensive and has numerous
difficulties in execution of the project. The
information memorandum deals with the Hybrid
Monorail project for a 16 km stretch awarded and
extendable by 4 km to private entities in
Kolkata, India.

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The entities, Andromeda Technologies Pte. Ltd.
along with Gulf Business Finance Management
Inc. Ltd., are formed by a group of experienced
technical personals who have the abilities to
take the project forward to completion.
International technical consultants have been
tied up for the Hybrid System and the Monorail
Technology. The Project has a tremendous
potential of employment generation, which will be
a trend, entering in such type of projects in
Kolkata as well as 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.
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Apart from this, there will be spin-offs by the
development of the area along the routes which
would give rise to employment. The information
memorandum details the technical aspects of the
project, the awarded locations and the need and
importance of the locations, the various
coordinating bodies, government and private, for
successful implementation, the project costing
and revenue streams and a brief profile of the
members of the organization executing the
project.
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MONORAIL A Mass Rapid Transit System 2009
Kolkata Project The Monorail System The
proposed Monorail train can consist of any number
of coaches as each coach has its own current
generation and driving equipment. Each coach can
carry 100 150 passengers. The train will run at
intervals of 10 minutes and stop at each station
for 30 Sec. The Signaling system is capable of
allowing trains to run at 2 min. intervals
ensuring full safety with ATP ATC. To cope up
with rush hours, the number of coaches 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.
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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 guided wheels which follows the contours of
the beam and thus guides the coaches.
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Given below is a cross section of the Monorail
Coach.
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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 or
Electric drive.
A simple line diagram of the system is as below
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The advantages 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
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 more cleaner than the
thermal based power and is therefore eligible for
carbon trading credit.
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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
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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 are 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 superelevations where required. The beams
for the Monorail are made up of individually
pre-cast post-tensioned concrete beams, which are
erected on column piers.
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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
are 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. Typical Guide - Way
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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.
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A Typical Monorail Elevated Station
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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.
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Platforms The stations including platforms
would be dependent on the length of the train
with width of up to 12.5m (3m6.5m3m).
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.
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Roof The main roof structure is made of steel
or any other dry construction method that could
provide speedy construction and minimize
disruptions.
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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
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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 Section
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Station Concourse
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Typical Station Concourse
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Station at a Glance
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Some Guide way Structures for Monorail Awarded
Corridor
TYP. CROSS SECTION OF MONORAIL SUPPORTING
STRUCTURE FOR UNDIVIDED ROAD WIDTH Available
Overall Black Top Width 9000 mm 9800 mm with
Monorail Alignment Along Centre of Ground Level
Road Between 0.50 Km to 14.0 Km.
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TYP. CROSS SECTION OF MONORAIL SUPPORTING
STRUCTURE FOR DIVIDED ROAD WIDTH Available
Overall Black Top Width including Median 13,200
mm Between 14.5 Km to 16.0 Km.
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TYP. CROSS SECTION OF MONORAIL SUPPORTING
STRUCTURE FOR UNDIVIDED ROAD WIDTH Available
Overall Black Top Width 9000 mm 9800 mm with
Monorail Alignment Along Centre of Ground Level
Road Between 0.50 Km to 14.0 Km.
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A Monorail can be effectively integrated with a
proposed Flyover on the same route
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Advantages of the Monorail System 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 off
course not specific to Monorails only). All these
ensures the complete safety of the passengers.
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.
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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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The Project in Kolkata
Introduction 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.
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Vehicles of different sizes, shapes 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 areas are very congested.
The Volume / Capacity ratios, that ideally should
not exceed 50 (0.5) on the main arterial roads,
is more than 80 (0.8). Moreover, there is no
adequate off-street parking space, leading to
extensive on-street parking.
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Traffic in Kolkata
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Major
Problems Time delay at intersections in
Central parts of Kolkata is very higher than
other parts of the 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 Buses and Mini Buses.
Accident fatality risk is very higher than the
national rate. Unorganized and
non-integrated traffic management plan.
High traffic volume growth mainly by lanes
transit system like car, taxi, auto rickshaw
etc.
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2. Project Location Need for the Project The
project travels through the following critical
catchments areas Budge Budge Maheshtala
Khidderpore Behala Taratala New
Alipore
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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 total w.r.t. Average
4-wheeler speed (Source The Municipalities
and Transport Master Plan)
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As can be seen from the above page, 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.
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MAP OF 16 KM. APPROVED MONORAIL ROUTE BUDGE
BUDGE to TARATALA (16 Km.) and Proposed Extension
up to Rabindra Sarovar Metro Station (4 Km)
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Awarded Route
Proposed Extension
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Catchments Area of Taratala Budge Budge Route
Base Map of Kolkata Metropolitan Area
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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 West Bengal.
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.
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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. Kolkata'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.
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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 the 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 Projected Commercials Revenue Structures
The tables below are the projected commercials
for the project. The commercials have been
calculated for the 16 Km awarded stretch and
extendable to another 4 Km.
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The Project Components
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
the various 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. The other departments that play a role
in this stretch are Kolkata Port Trust, Public
Works Department and Kolkata Municipal
Corporation. The various Ministry involved are
- Public Works Department, Transport, Home and
Urban Development. Primary is transport and the
order has been awarded by Hon. Mr. Subhas
Chakravarty - Minister for Public Transport. The
rest of the departments have a very minimal role
to play, only on a few coordinates for the route
plan.
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Kolkata Municipal Corporation is a body under the
Ministry of Urban Development, and they would
allot the specific points on the foot paths for
the 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 good land is available to
purchase at the Terminals or Station points, then
the land is developed at the ground 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 Taratala. For
the Garage or the shunting station, the same can
be built at the same level of the rail layout
over the ground level. If good amount of land is
made available and can be purchased at the
terminal station, only then the garage is built
at the ground level.
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3 Technical Requirement The entire technical
know-how and detailing for the project is taken
care of by the body executing the project with
international consultants on the Hybrid
Technology coaches. The technical team has been
identified and on board the execution body. The
international consultants have been short
listed. 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
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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.
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A Fare Box Collection 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 is 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 Kolkata Metro System, one could find
three stages for a route length of 16.8 Km.
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B Advertisements There is plenty of scopes for
display of advertisements inside and outside the
Coaches, Stations, Terminals and all along the
route on the Guideway structures and piers.
Advertisement through CCTV on the trains and at
Stations are 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
suit the system. Enquiries have been received
from large hoteliers and retailers for taking
over entire station buildings for their
commercial purposes.
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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 stations and terminals.
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.
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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 the 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.
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(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 are basically eyeing on trains but
it can even be spread over in the magnitude of
Sponsorship of particular stations and terminals.
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Organization Brief
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. Jozef Manfred Moczko Diploma holder in
Architectural Engineering and a
prominent figure in the World of Construction and
Finance, has lots of talents and
abilities, which he has already shown
and proved all over Europe. He brainstormed
himself for a solution. Many came his way, but
none that satisfied his business acumen. Some
were easy to start, but none feasible on the long
run. Some had good feasibility but the SPV
(Special Purpose Vehicle) to transfer Funds,
would be challenging. After a lot of research
into premature opportunities, he got himself a
strategy that yielded great returns, from which
he can satisfy and complete his Projects.
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Mr. Manfred prefer Projects that have
long term social impact on the local
community as long as the borrower can show that
they have the necessary experience
and creditworthiness and that the Project
can demonstrate its ability to service its
debt and show long term
sustainability. He will not fund nor service
related Projects or Projects that are used to
enhance personal wealth.
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2 Ms. Myrna Anabtawi After
completing her Masters in
Finance, Ms. Myrna started her career in Project
Funding all over the Globe. In a
very short span of time, she developed a very
good rapport with all the top and
influential personals in the World of
Finance. A positive and clever
thinker whose ambition is to help people in
acquiring funding for their Projects and other
necessities by structuring them as per ones
needs and requirements. A Canadian Citizen, Ms.
Myrna is well associated with the top Banks of
the World and their appointed Traders. She is an
experienced multi disciplinary person who gives
the group super specialization across
architectural, mechanical, structural, managerial
and financial. She structures and develops
Projects that makes functional and business sense
that is converted into better Brands for her
Customers.
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3 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 Governments
Westing House Saxby Farmer Ltd, Managing
Director of the West Bengal Governments
Britannia Engineering. Worked as Managing
Director of Durgapur Chemicals Ltd. 1979 1981.
He was the President of American Refrigerator
Company Ltd. and then from 1982 - 1986 he was the
Chairman Managing Director of the Government of
India's Burn Standard Company Ltd, Managing
Director of Bharat Brakes Ltd, CMD, Rayrolle Burn
Ltd and Chairman, Hooghly Docking Ltd.
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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.
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4 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 of
India. 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
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 of townships. Unit head
for a number of Highway Projects, Research
Scholar with NT Kharagpur, and has been a part of
various infrastructure Project bids.
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5 Mr. Biplab Bhattacharya A
multi faceted 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.
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6 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.
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7 Mr. Bernd Winkler Managing
Director of a Holding Company in
Switzerland (Automotive and Electronics) 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
integrity on into a strategic partnership.
Continuous development and growth of a Textile
Manufacturing Company in Malaysia. 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 MA Project in the USA.
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8 Miss Ritika Seth A Graduate from
Kolkata University, an Interior
Designer from Berger Paints, Kolkata, started her
carrier in the year 1994 as Joint
Architect Planner Syndicate. Worked as
Head Interior Designer till the year 2000
then moved on to be a free lancer in the
fields of Interior, Exterior, Developing and
Promoting in the area of Real Estate. At
the moment she is also associated with various
companies doing their free lancing works for -
Wembely Interior Private Limited. Kamala
Kanta Iron Industry. Manish Jewelers. Mani Karan
Group of Companies. Avinash Group of Companies.
Ms. Seths mission is be an International
Solution Provider in the field of Real Estate and
to be a preferred Corporate for Public and
Government that serves and improves the life of
the people, worldwide.
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9 Mr. Asit Kumar Ghosh A dynamic
person with a background in Telecom
Industry. He worked and supplied Telecom hard
wares and soft wares to the
repudiated Companies in Kolkata and overseas
too. Mr. Ghosh has also
worked and made good contacts in the field of
Share Trading in the Stock Exchanges in NSE and
BSE, respectively. Mr. Ghosh has much to
deliver as a Group Member and much are awaited
from him when Projects are to be implemented. He
has skills and talents with which he concludes
any tough jobs assigned to him without any haste
and worries.
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10 Ms. Elizabeth S. K. MA in
International Economics, Ukraine, a
dynamic personality who worked as a Managing
Director in Financial
Services, Ukraine. She brought in major
Governmental and Organizational
clients for the Company. She handled significant
foreign clients from almost (8
countries). Managed relationship with
the affiliated Banks and supervised recruitment
and training program. Ms. Elizabeth was
the Legal Advisory in the areas of Banking Laws
and Investments in Ukraine and she provided the
Company with Financial Management, Legal Issues,
Account Management. Worked as Department Manager
in the Real Estate, Ukraine. Initiated,
conceptualized and started up the department by
setting up the business processes.
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11 Mr. Aejaz Hossain A MBA graduate has a
lot of qualities of a good businessman, but he
posses very rare scarce talent and
strengths that great businessmen of the world
have. The three core qualities that make
small dream into Giant accomplishments.
Amongst other things, he is.

A Visionary While every other businessman thinks
of just goods export, here is a person who
thought of exporting end-to-end Project Solutions
an area of great business potential that nobody
saw. Further, he also saw the bottlenecks in this
opportunity, mainly the financing limitations.
Many other Companies work in the area, but he was
one of the first to recognize the
lacunae. Optimists wait for positive things to
happen and Winners make them happen. The Winner,
Mr. Hossain researched heavily and came up with
an effective strategy to solve this problem faced
by a number of organizations.
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He developed a strategic bridge between India,
where Projects needed prudence financial help and
professional support. Europe, US, Canada, Japan
and Australia which had the funds to deploy.
An Entrepreneur
Any person can start a business, but not all are
entrepreneurs. An Entrepreneur is one who not
only takes the risk of the business, but has
innovative ideas to see that he succeeds where
many have quit. Mr. Hossain is one such
entrepreneur. He took high risks and believed in
his vision. He developed innovative solutions to
year old problems. He has been extremely
creative in setting up Projects and providing
solutions that are cost effective and sustainable.
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The Leader
Biggest of the businessmen and entrepreneurs in
the world have developed and led teams and
organizations to achieve worthwhile dreams.
Leadership in its purest form is needed to grow,
manage and sustain businesses. This fact is true
in any part of the world.
The Leader-Mr. Hossain along the way to his peak
has groomed managers and leaders of tomorrow to
manage his business today. His team consists of
people from different backgrounds and
qualifications and with wide range of experience.
If there is something common to them it is the
mission of the group. Mr. Hossain has been an
inspirational transformational leader and his
vision is to recognize his group from small
profit centers to CORPORATE that will be led by
his core group and existing and new leaders that
are mentored by him. He provides personal touch
to his people, sees not what a person is doing
right now, but what his / her true potentials
are, and accordingly grooms him / her to become
an effective leader.
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Contact Details M/s Gulf Business Finance
Management Inc. Ltd. Phone [phone] /
0091 976 880 1635 Email infowestfield_at_aol.com
/ infogulffinance_at_aol.com Contact Person Mr.
Aejaz Hossain