VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“JnanaSangama” Belgaum 590 018, Karnataka, India

Project Management and Finance

Report on
PMF AAT
(19ES7HSPMF)

Submitted in the partial fulfilment of academic requirement for

Bachelor of Engineering in Medical Electronics

Submitted By:

G Sidhartha (1BM18ML018) Vineeth K C (1BM18ML061)

Dwarakanath M L (1BM18ML016) Sukruth R (1BM18ML052)

Under the Guidance of:

Dr. Niranjan K R
Associate Professor, Department of Medical Electronics
B M S College of Engineering

B. M. S. College of Engineering
DEPARTMENT OF MEDICAL ELECTRONICS

Bull Temple Road, Bengaluru - 560019, Karnataka, India.

 TABLE OF CONTENTS

Sl No. Page No.

Title

1 INTRODUCTION 1

2 BENGALURU METRO PROJECT 2

3 DEVELOPMENT OF FOOT DROP SUPPORT SYSTEM 6

4 REFERENCES 9
Project Management and Finance - AAT

CHAPTER 1

INTRODUCTION
A project is a set of tasks that must be accomplished in order to achieve specific goals.
The discipline of project management may be defined as the application of certain
methods and concepts to originate, plan, execute, and manage the implementation of new
initiatives or changes inside a company.

The discipline of project management may be defined as the application of certain

methods and concepts to originate, plan, execute, and manage the implementation of new
initiatives or changes inside a company. Project finance is the use of a non-recourse or
limited recourse financial structure to support long-term infrastructure, industrial projects,
and public services. The cash flow created by the project is utilised to repay the loans and
equity used to fund the project.

The team examined the workings of two projects: one run by the government, entitled
"The Metro Project," and the other, called "Development of Foot Drop Support System,"
which was our mini project for the seventh semester.

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CHAPTER 2

BENGALURU METRO PROJECT

Bangalore Metro Rail Corporation Limited (BMRCL), a joint venture of Government

of India and Government of Karnataka is a Special Purpose Vehicle entrusted with the
responsibility of implementation of Bangalore Metro Rail Project.

Bangalore Metro, christened as "Namma Metro", not only adds to the beauty of
Bangalore skyline, but immensely adds to the comfort level of travel. Besides this,
Namma Metro is a major environment friendly addition to the Bangalore City as it
significantly contributes to the reduction of carbon emissions.

The project has an East-West corridor - 25.6 km long, starting from Baiyappanahalli
in the East and terminating at Kengeri in the West and a 30.4 km North-South corridor
commencing at Nagasandra in the North and terminating at Silk Institute in the South.

This is the First Metro rail project in India commissioned with 750V DC Third Rail
on Standard Gauge.

Fig 2

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2.1 Project Implementation

Fig 2.1

1. In 1994, Bangalore Mass Rapid Transit Ltd (BMRTL) was formed under PPP for a
mass rapid transit project. BMRTL planned an elevated light rail system at a cost of
Rs 2,800 crore with a UB group-led consortium. The government introduced a special
city cess for the project
2. In 1999, The proposal was shelved and pushed for a Metro rail
3. In 2008, Delhi Metro Rail Corporation carried out a study and recommended a 33-km
network
4. In 2005, BMRTL renamed as Bangalore Metro Rail Corporation Limited (BMRCL)
5. In 2006, the Union cabinet declared a 33-km Metro network. The foundation stone for
Phase 1 was laid by then PM Manmohan Singh
6. In 2007, Civil construction of the Purple Line (Byappanahalli-MG Road) started.
Deadline was 2010
7. In 2011, Byappanahalli-MG Road (6.7km) opened
8. In 2014, Sampige Road to Peenya Industry section opened on Green Line 2014 Union
cabinet approved the 72-km Phase 2 project
9. In 2015, Mysore Road-Magadi Road on Purple Line and Peenya Industry to
Nagasandra on Green Line opened
10. In 2016, Underground section stretch from Cubbon Park to Bengaluru City railway
station opened
11. In 2017, Sampige Road - Yelachenahalli on Green Line opened and Phase 1 work
completed
12. In 2015, Phase 2 work started

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2.2 Advanced Activities
● LAND ACQUISITIONS - To establish path and stations , providing compensations
for private properties.
● POWER SUPPLY - Increasing electrical capacity and sanctioning new electricity
board regulations for operation.
● UNDERGROUND STATIONS - Adopting proper methods and equipment for
establishing underground routes and stations.
● PROPOSAL AND APPROVAL OF NEW ROUTES - The proposed routes are
thoroughly scrutinized before finally approving it.

2.3 Financial Revisions

Phase 1 missed nine deadlines, and its cost was revised four times. The initial cost
estimate for Phase 1 when it had been approved in 2006 was ₹6,395 crore (US$850
million). The increase in length from 33 to 42.3 km (20.5 to 26.3 mi) increased the total
cost to ₹8,158 crore (US$1.1 billion). Delays caused further escalations. The cost
escalated to ₹11,609 crore (US$1.5 billion) in 2011 and ₹13,845 crore (US$1.8 billion) in
2015. The final cost to build Phase 1 was estimated at ₹14,405.01 crore (US$1.9 billion).
Land acquisition for Phase 1 accounted for ₹2,500 crore (US$330 million).

On 3 January 2012, the Karnataka government approved a budget of ₹27,000 crore

(US$3.6 billion) for Phase 2 of Namma Metro project. Phase 2 is estimated to cost
₹26,405 crore (US$3.5 billion). Land acquisition is expected to account for ₹5,000 crore
(US$660 million). The Central and State Governments will fund around ₹15,000 crore.
The State and Central Governments will bear 30% and 20% of the project cost
respectively. The remaining will be obtained through senior term loans. BMRCL is
permitted to raise up to
₹9,000 crore through loans.

Fig 2.3

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2.4 Key outcomes of the project
New metro lines completed ,Urban development plans and implementation frameworks
based on transit-oriented development principles and multimodal integration plan
developed for Bengaluru. Capacity of Bangalore Metro Rail Corporation Limited and
relevant state line agencies improved in transit-oriented development and multimodal
integration . The project was able to cater to the increase in the number of passengers and
as we can see in the stats the revenue produced is steadily increasing and the initial
investment can be recovered in a short period of time.

Fig 2.4

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CHAPTER 3

DEVELOPMENT OF FOOT DROP SUPPORT

SYSTEM

Foot drop is a gait abnormality in which the dropping of the forefoot happens due to
weakness, irritation, or damage to the deep fibular nerve (deep peroneal), including the
sciatic nerve or paralysis of the muscles in the anterior portion of the lower leg. It is
usually a symptom of a greater problem, not a disease in itself. People suffering from this
condition are unable to achieve dorsiflexion, which is the backward bending and
contracting of their foot, due to this limitation they are unable to walk properly.

The prevalence of foot drop and the connected diseases which cause foot drop are
increasing progressively. Majority of the current solutions are expensive and aren’t
available in all parts of India.

The proposed device is an acrylic splint structure which provides mechanical support to
the patient with foot drop in maintaining posture and completing a normal gait cycle.

3.1 Pre-Project activities

During the pre-project activities we undertook literature review where we found out about
the causes of foot drop and their existing solution . FES (functional electrical stimulation)
is the only device available in the market that helps foot drop-in day to day activities. But
there are problems like the displacement of electrodes , infection where the electrodes are
attached and activation of device even when gait cycle is not started were few of the
problems.

Professional consultation under physiotherapist was taken before undertaking the project.
End user analysis and project planning was made after finalizing the project.

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3.2 Timeline overview

Fig 3.2

3.3 Implementation and Results

The hardware was initialized by uploading the code to the Arduino. After initialization
the IR sensors acquired the proximity data and the gyroscope collected the angle of the
heel with respect to the ground. The IR proximity sensor was calibrated to be able to
detect change in a distance of heel or the toe from the ground by 2cm.
The MPU6050 sensor had default readings of 340°(zero error of -20°) with respect to
ground in the relaxed state of the heel. A range of ±30°(i.e 310° to 10°) was fixed to be
the lower and the upper threshold values for motor actuation and this acted as an added
differentiating factor to decide whether the subject was trying to walk or if he was
correcting his stance.
The gait cycle of the developed splint was tested with some considerable weight applied
on it and the following results were obtained:
1. Default position:
When the proximity sensors at the heel and toe were ON and the change in the
angle of the gyroscopic sensor MPU6050 was nearly 360°, the motor was not
initialised and it was at its relaxed state and the angle of the motor shaft was
90°.This was the “relaxed” state where there is no motion of the user’s leg as

shown in Fig 3.3.1

Fig 3.3.1

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2. Heel Off Phase:
When the gait cycle was initiated with the ‘heel-off’ off phase, the heel was lifted
to a distance of 2cm or more above the ground, the proximity sensor at the heel
was OFF while the front proximity sensor was ON and the angle of heel with
respect to ground was approximately 9° (the lower threshold), the motor lifted the
foot by pulling the shaft up by 0° as depicted in Fig 3.3.2.

Fig 3.3.2

3. Transition Phase:
During the transition phase both the proximity sensors were at the OFF state and
the MPU6050’s angle was 325°[lower threshold] during which the motor held the
foot at the same position as in the previous state to stop it from dropping as shown
in Fig 3.3.3

Fig 3.3.3
4. Heel Strike Phase:
After the transition phase the gait cycle ended with the “heel strike”. During heel
strike the proximity sensor at the heel was in the ON state as the distance was less
than 2 cm from the ground and the front proximity sensor was OFF. The angle of
the gyroscopic sensor became 338°(threshold) at this condition the relaxing phase
was initiated and the motor came back to the resting state by releasing the torque
on the pulleys and completed the gait cycle as shown in the Fig below.

Fig 3.3.4
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REFERENCES
[1] https://en.wikipedia.org/wiki/Namma_Metro
[2] https://english.bmrc.co.in/FileUploads/47e970_NewsFiles.pdf
[3] https://www.adb.org/sites/default/files/project-documents/53326/53326-001-rrp-en.pdf
[4] https://themetrorailguy.com/bangalore-metro-phase-2-information-map/
[5] http://data.opencity.in/Documents/Drive/Metro-phase2A-DPR-KRP-to-Silkboard.pdf
[6] R. Chin, E. Hsiao-Wecksler, E. Loth, G. Kogler, S. Manwaring, S. Tyson, K.
Shorter and J. Gilmer, "A pneumatic power harvesting ankle-foot orthosis to prevent foot-
drop", Journal of NeuroEngineering and Rehabilitation, vol. 6, no. 1, 2009.
[7] F. Martelli, E. Palermo, Z. Del Prete and S. Rossi, "Using an ankle robotic device
for motor performance and motor learning evaluation", Heliyon, vol. 6, no. 1, p. e03262,
2020.
[8] H. Choi and Y. Baek, "Effects of the degree of freedom and assistance
characteristics of powered ankle-foot orthoses on gait stability", PLOS ONE, vol. 15, no.
11, p. e0242000, 2020.
[9] Jiazhen Liu, Caihua Xiong and Chenglong Fu “ An Ankle Exoskeleton Using a
Lightweight Motor to Create High Power Assistance for Push-Off ”, journal of mechanics
and robotics, vol. 11,no. 4 ,pp. 041001,2019
[10] D. Bishop, A. Moore and N. Chandrashekar, "A New Ankle Foot Orthosis for
Running", Prosthetics & Orthotics International, vol. 33, no. 3, pp. 192-197, 2009.
[11] R. Jackson and S. Collins, "Heuristic-Based Ankle Exoskeleton Control for Co-
Adaptive Assistance of Human Locomotion", IEEE Transactions on Neural Systems and
Rehabilitation Engineering, vol. 27, no. 10, pp. 2059-2069, 2019.

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