business plan on ropeway project hyderabad india

ISG Ropeway Project Business Plan V.01

Confidential 28/01/2010

PASSENGER ROPE WAY - TOURISM PROJECT

Business Plan

Submitted to : Andhra Pradesh Tourism Development Corporation Limited & Department of Tourism GoAP



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action taken or committed to be taken in reliance on document, is prohibited and may be unlawful. You must therefore should destroy this document or return the same to :

ISG Compusolutions India Pvt.Ltd 201 Saptagiri Residency. 1-10-98/A, Chikoti Gardens.

Begumpet, Hyderbad - 500016. Phone:+91-40-40028000 ., Email :[email protected]



IMPORTANT NOTICE

Financial Model

The financial model contains a financial forecast. The financial forecast embodies the strategies, budgets and likely success of ISG in the market. An understanding of the assumptions underlying the model is essential. The assumptions are detailed in this report and contains key results from the financial model.

Due Diligence required

This Business plan was prepared by ISG – Strategic Relations Group. While reasonable care has been exercised by ISG in the preparation of this document, no responsibility is accepted by ISG for the accuracy or completeness of this Business plan. Any organisation contemplating a transaction envisaged by this Business plan is encouraged to conduct such due diligence as may be required to form a true and fair view of the operational activities of proposed project.

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Enquiries

All enquiries are to be directed to Mr. R.Puli – CEO at:

ISG Compusolutions India Pvt.Ltd 201 Saptagiri Residency. 1-10-98/A, Chikoti Gardens.

Begumpet, Hyderbad - 500016. Phone:+91-40-40028000 ., Email :[email protected]


Confidential Page 6 28/01/2010

Genesis – Passenger Ropeway An elevated passenger ropeway, or chairlift, is a type of aerial lift, which consists of a continuously circulating steel cable loop strung between two end terminals and usually over intermediate towers, carrying a series of chairs. They are the primary on hill transport and are also found at amusement parks, various tourist attractions, and increasingly, in urban transport. Depending on carrier size and loading efficiency, a passenger ropeway can move up 4000 people per hour, and the fastest lifts achieve operating speeds of up to 12 m/s (26.8 mph; 43.2 km/h). The two-person double chair, which for many years was the workhorse of the ski industry, can move roughly 1200 people per hour at rope speeds of up to 2.5 m/s (8.2 ft/s). The four person detachable chairlift ("high-speed quad") can transport 2400 people per hour with an average rope speed of 5 m/s (16.4 ft/s). Some bi and tri cable elevated-ropeways and reversible tramways achieve much greater operating speeds. Fixed-grip lifts are usually shorter than detachable-grip lifts due to rope load; the maximum vertical rise for a fixed grip chairlift is 300–400 m (984.3–1,312 ft) and a length of about 1,200 m (3,937 ft), while detachable quads and "six-packs" can service a vertical rise of over 600 m (1,969 ft) and a line length of 2,000 m (6,562 ft).

Aerial passenger ropeways were known in Asia well before the 1600s for crossing chasms in mountainous regions. Men would traverse a woven fiber line hand over hand. Evolutionary refinement added a harness or basket to also transport cargo. The first recorded mechanical ropeway was by Venetian Fausto Veranzio who designed a bicable passenger ropeway in 1616. The industry generally considers Dutchman Wybe Adam to have built the first operational system in 1644. Alpine regions of Europe developed the technology; progress rapidly advanced and expanded with the advent of wire rope and, especially, electric drive. World War I motivated extensive use of military tramways for warfare between Italy and Austria.

The first known ski chairlift was created for the ski resort in Sun Valley, Idaho in 1936. It was installed on Proctor Mountain, two miles (3 km) east of the more famous Bald Mountain, the primary ski mountain of Sun Valley resort since 1939. The chairlift was developed by James Curran of Union Pacific's engineering department in Omaha during the summer of 1936. Prior to working for Union Pacific, Curran worked for Paxton and Vierling Steel also in Omaha, which engineered banana conveyor systems to load cargo ships in the tropics. Curran reengineered the banana hooks with chairs and created a machine with greater



capacity than the up-ski cable car and better comfort than the J-bar, the two most common skier transports at the time apart from mountain climbing. The patent for the original ski lift was issued to Mr. Curran along with Gordon H.

Bannerman and Glen H. Trout in March 1939. The patent was titled "Aerial Ski Tramway,'. The original 1936 chair lift was later moved to Boyne Mountain, Michigan (USA.) where parts of it are still in use.

THE ISG Rope Way Project: Hyderabad is the gateway to the South India. Due to its excellent connectivity and unique geographical location, this region is experiencing rapid growth of trade and commerce and it has the potential to become the hinterland for the entire South Eastern region. The city has also become a major tourist destination since it is one of the oldest cities in south India with unique Nizam culture and heritage. The City is called as Lake city, which hosts over 120 manmade lakes which are now developed as recreation centres for the benefit of the dwellers and the tourists.

One of the major lakes in the city is hussain sagar lake which hosts 3 large parks and is the entertainment zone of the city with beautiful laid gardens, children play pens, food courts, exhibition grounds and restaurants. The lake has also a well laid out NECLACE ROAD wit one side Tank bund connecting the twin city of Secunderabad and the other side hosting beautiful landscape gardens and entertainment zones. One of the parks on the banks of Hussain Sagar Lake is LUMBINI PARK.

ISG is proposing to connect the Lumbini Park to Birla Mandir Auditorium by Rope Way to cater the tourist’s of both the locations:



Lumbini Park is located near the Tank Road, adjacent to the Hussain Sagar Lake in Hyderabad, India. The Lumbini Park has been named after the birthplace of Buddha and it lies just opposite a world famous Buddha statue. The park was developed as a part of the Buddha Purnima project of the state government. It is one of the most beautiful parks of the city of Hyderabad and is an ideal place to relax and revitalize spirits. It is a popular joint among people of all age groups and one can see kids running joyfully around this park daily. The park has eating joints, which offers not only fast food, but also popular local cuisine. A colourful Floral Clock, man-made waterfalls and musical fountains are among the key attractions of the Park. The spectacular musical dancing fountain and water cascades attract huge crowds. During summer time normally three shows are organized. Every day, a musical fountain show at 6.30 in evening in organized. The fountains dance to the tunes of popular numbers from Bollywood films with brilliant light display from the sides and background. It is very popular and people coming to the Park make it a point to see the musical fountains.

The Lumbini Park is encircled by the state Secretariat, the Hussain Sagar Lake and the striking Birla Mandir. People visiting the park can also avail and enjoy the boating facilities provided at the nearby Hussain Sagar Lake. The park is open on all days except Monday. Lumbini Park is in 7.5 acre land and since it is geographically located in the center of the city and is at close proximity to other tourist attractions such as Birla Mandir and Necklace Road, it attracts many visitors throughout the year. Constructed in 1994, the park is presently being maintained by the Buddha Purnima Project Authority that functions under the directives of the Government of Andhra Pradesh.

The Hyderabad city is a major hub of commercial, industrial and educational activities and a large number of people travel from Andhra Pradesh and all over the South to the city. Most of the tourists would like to see the great beautiful parks of the city and also go to the Birla Planetarium and visit the Birla LORD VENKATESWARA TEMPLE on the NAUBAT PAHAD hillock.



Ropeway from LUMBINI PARK TO NAUBT PAHAD The aerial distance from the Lumbini park to the Naubat Pahad is around 820 meters. Lumbini Park is on the ground level and the PAHAD is located on the Hillock of around 300 Meters height. In between the area Is the Road towards tank bund and Adarsh nagar colony which is a residential / commercial area. Thus as a Major tourist attraction linking two crowded tourists spots ISG intends to connect by way of Passenger ropeway with the concurrence and participation of the Andhra Pradesh Tourism department and the AP Tourism Corporation Limited.

SALIENT FEATURES OF PROJECT

The salient features of the project are discussed below:

Size of the Project : 820 m length Carrying capacity : 250 persons per hour (PPH) Expected cost of the project : Rs.___ Crores No. of towers : 3 Source of power supply : APCPDCL / State Electricity Board Power requirement : 150 KW Water Requirement : 5.61 m3/day (municipal supply) Waste water generation : 3.61 m3/day Solid Waste generation : 0.15 MT/day No. of trees to be cut : Nil

(1) PROJECT NEED AND ADVANTAGES The tourist population coming to the major two tourists attractions of the city is expanding at a high rate. The substantial growth in the region is characterized by densification of the centre core and ribbon tourism development.

(2) PROPOSED ROPEWAY

The alignment for the proposed ropeway has been considered between Lumbini Park and the Naubat Phad and the length of the proposed ropeway will be 820 m. The proposed alignment will involve construction of three trestles in addition to two terminal stations. The entire alignment will pass through land locked Adarsh Nagar Colony.



(2) SITE SELECTION CRITERIA

The site selection criteria for the terminal stations included the following:

Availability of adequate space for proposed terminal points Ease of land acquisition Minimum possible infringement Feasibility to cater to the required traffic projection Connectivity of stations Power availability

(3) LOWER TERMINAL STATION – LUMBINI PARK

Lumbini Park, South Western bank of the hussain Sagar Lake. The proposed site for the terminal station is in the GHMC control. The site is connected through a two lane undivided road which leads to Tank Bund and Khiratabad. The coordinates of the terminal station are Latitude: 17° - 15' and 18° - 32' N and longitude 18° - 54' and 83° - 30'

The terminal station will be will comprise of passenger handling area, ticket counter and parking facilities. The layout plan for the proposed terminal station is under preparation. An area of 1850 sq.m has been designated for parking purposes and will accommodate about 140 Cars.

(4) UPPER TERMINAL STATION – NAUBAT PAHAD

The proposed site for the terminal station is located at Birla Science Auditorium on the Naubat Pahad hillock. The station is at a distance of 300 m from the Birla Temple. The coordinates of the terminal station are Latitude: 17° - 15' and 18° -32' N and longitude 18° - 54' and 83° - 30' Apart from this, passenger-handling area, public conveniences, parking will be provided at the upper terminal station. The layout plan for the upper terminal station is under preparation.

(5) SELECTION OF ROPEWAY SYSTEM

The following ropeway systems were evaluated for the proposed ropeway:

• Fixed grip gondola system • Pulsated gondola system

• Jig Back system • Mono cable detachable Gondola system



Fixed Grip Gondola system (continuous movement) is ruled out because boarding / de-boarding needs to be carried out when the system is on and being fixed grip system, the ropeway speed will be less. Therefore considering the length of the ropeway and the recommended capacity, a large number of cabins will need to be installed. Pulsated Gondola system is ruled out because this system is ideally not suitable when the length of the ropeway is long. Therefore the effectiveness of this system becomes meaningless. Detachable Gondola System is ruled out because the capacity of the system is low and requires greater station area.

Jig Back system offers advantages such as ease in boarding/de-boarding operations and the capacity can be met with a reasonable system speed. Further, no station mechanisms are required for locking, unlocking and grip testing as the cabin does not have to take a round turn and thus requires less length. Thus, it is proposed to provide a mono cable detachable gondola system.

(6) DESCRIPTION OF ROPEWAY SYSTEM

It is proposed to provide a Twin track Single haul Bi Cable double reversible Jig Back system. In Jig Back cable system, the vehicle oscillates ‘To and Fro’ between stations on the same track by inverting the hauling ropes direction of motion. There will be one cabin on two track ropes on both sides. The hauling rope will be an endless rope which can move in both the directions. Both the cabins will be attached to the hauling rope in such a way that while one cabin is at one station the other is at the other station. The details of the ropeway system are provided in the annexure.

ROPEWAY CHARACTERISTICS

System Twin track Single haul Bi Cable double reversible Jig Back system Total Length (m) 820 Capacity , PPH 250 Line Speed (m/s) 0-6 Maximum Lift (m) 19 Cabin capacity , persons 4, 6 or 8 +1 (Passengers + Operator) Number of cabin sets 2 Rescue System Self driven carriage and cabin Travel time (s) 206



(7) DESIGN AND FUNCTION OF A PASSENGER ROPEWAY

Rope

The rope is the defining characteristic of an elevated passenger ropeway. The rope stretches and contracts as the tension exerted upon it increases and decreases, and it bends and flexes as it passes over sheaves and around the bull wheels. The fibre core contains a lubricant which protects the rope from corrosion and also allows for smooth flexing operation. The rope must be regularly lubricated to ensure safe operation and long life. Various techniques are used for constructing the rope. Dozens of wires are wound into a strand. Several strands are wound around a textile core, their twist is oriented in the same or opposite direction as the individual wires; this is referred to as Lang lay and regular lay respectively. Rope is constructed in a linear fashion, and must be spliced together before carriers are affixed. Splicing involves unwinding long sections of either end of the rope, and then winding each strand from opposing ends around the core. Sections of rope must be removed, as the strands overlap during the splicing process.

Terminals and towers

Every lift involves at least two terminals and—usually—intermediate supporting towers. A bullwheel in each terminal redirects the rope, while sheaves (pulley assemblies) on the towers support the rope well above the ground. The number of towers is engineered based on the length and strength of the rope, worst case environmental conditions, and the type of terrain traversed. The bullwheel with the prime mover is called the drive bullwheel; the other is the return bullwheel. Chairlifts are usually electrically powered, often with diesel or gasoline engine backup, and sometimes a hand crank tertiary backup. Drive terminals can be located either at the top or the bottom of an installation; though the top-drive configuration is more efficient, practicalities of electric service might dictate bottom-drive.



Braking systems

The drive terminal is also the location of a lift's primary braking system. The service brake is located on the driveshaft beside the main drive, before the gearbox. The emergency brake acts directly on the bullwheel. While not technically a brake, an anti-rollback device (usually a cam) also acts on the bullwheel. This prevents the potentially disastrous situation of runaway reverse operation. Many chairlifts have a braking system in the sheaves.

Tensioning system

The rope must be tensioned to compensate for sag caused by wind load and passenger weight, variations in rope length due to temperature and to maintain friction between the rope and the drive bullwheel. Tension is provided either by a counterweight system or by hydraulic rams, which adjust the position of the bullwheel carriage to maintain design tension. For most chairlifts, the tension is measured in tons.

Prime mover and gearbox

Either diesel engines or electric motors can function as prime movers. The power can range from under 10 hp (7.46 kW) for the smallest of lifts, to more than 1,000 hp (745.70 kW) for a long, fast detachable eight-seat up a steep slope. DC electric motors and DC drives are the most common, though AC motors and AC drives are becoming economically competitive for certain smaller chairlift installations. DC drives are less expensive than AC variable-frequency drives and were used almost exclusively until the 21st century when costs of AC variable-frequency drive technology dropped. DC motors produce higher starting torque than AC motors, so applications of AC motors on chairlifts is largely limited to smaller chairlift installations, otherwise the AC motor would need to be significantly oversized relative to the equivalent horsepower DC motor. The driveshaft turns at high RPM, but with low torque. The gearbox transforms high RPM/low torque rotation into low RPM/high torque to drive the bullwheel. Higher power is able to pull heavier loads, or sustain a higher rope speed.



Secondary and auxiliary movers

In most localities, the prime mover is required to have a backup drive; this is usually provided by a diesel engine, which can operate during power outages. The purpose of the backup is to permit clearing the rope to ensure the safety of passengers; it usually has much lower power and is not used for normal operation. The secondary drive connects with the drive shaft before the gear box, usually with a chain coupling. Some chairlifts are also equipped with an auxiliary drive, which can be used to continue regular operation in the event of a problem with the prime mover. Some lifts even have a hydrostatic coupling so the driveshaft of a snowcat can drive the chairlift.

Carriers and grips

Carriers are designed to seat 1, 2, 3, 4, 6 or 8 passengers. Each is connected to the cable with a steel cable grip that is either clamped onto or woven into the cable. Clamping systems use either a bolt system or coiled spring to provide clamping force. For maintenance or servicing, the carriers may be removed from or relocated along the rope by loosening the grip.

Restraining bar

Also called a retention bar or safety bar, these may help hold passengers in the chair in the same way as an automotive seatbelt or safety bar in an amusement park ride. If equipped, each chair has a retractable bar, sometimes with attached foot rests. In most configurations, a passenger may reach up and behind their head, grab the bar or a handle, and pull the restraint forward and down. Once the bar has rotated sufficiently, gravity assists positioning the bar to its down limit. Before disembarking, the bar must be rotated up, out of the way.

The physics of a passenger sitting properly in a chairlift do not require use of a restraining bar. If the chairlift stops suddenly, the carrier's arm connecting to the grip pivots smoothly forward—driven by the chair's inertia—and maintains friction between the seat and passenger. The restraining bar is useful for children—who do not fit comfortably into adult sized chairs—as well as apprehensive passengers, and for those who are disinclined or unable to sit still. In addition, restraining bars with footrests reduce muscle fatigue from supporting the weight of a snowboard or skis, especially during long lift rides. The restraining bar is also useful in very strong wind and when the chair is coated by ice. Restraining bars on chairlifts are more common in Europe and also naturally used by passengers of all ages. Some newer chairlifts have restraining bars that open and close automatically.



Canopy

Some lifts also have individual canopies which can be lowered to protect against inclement weather. The canopy, or bubble, is usually constructed of transparent acrylic glass or fiberglass. In most designs, passenger legs are unprotected; however in rain or strong wind this is considerably more comfortable than no canopy.

Control system

To maintain safe operation, the chairlift's control system monitors sensors and controls system parameters. Expected variances are compensated for; out-of-limit and dangerous conditions cause system shutdown. In the unusual instance of system shutdown, inspection by technicians, repair or evacuation might be needed. Both fixed and detachable lifts have sensors to monitor rope speed and hold it within established limits for each defined system operating speed. Also, the minimum and maximum rope tension, and speed feedback redundancy are monitored. Many—if not most—installations have numerous safety sensors which detect rare but potentially hazardous situations, such as the rope coming out of an individual sheave.

Detachable chairlift control systems measure carrier grip tension during each detach and attach cycle, verify proper carrier spacing and verify correct movement of the detached carriers through the terminals.

Safety systems

Aerial lifts have a variety of mechanisms to ensure safe operation over a lifetime often measured in decades.

Braking

As mentioned above, there are multiple redundant braking systems. Turning off the main drive will normally bring the rope to a stop in installations where it is transporting passengers uphill. A service brake and emergency brake on the bullwheel as well as drum brakes in the sheaves can stop the ropeway quickly.



Brittle bars

Example of a brittle bar within a cable catcher beside a sheave train. Wiring connected to the brittle bar is visible immediately to the right of the closest sheave. An anti-derailment plate is visible at top.Some installations use brittle bars to detect several hazardous situations. Brittle bars alongside the sheaves detect the rope coming out of the track. They may also be placed to detect counterweight or hydraulic ram movement beyond safe parameters (sometimes called a brittle fork in this usage) and to detect detached carriers leaving the terminal's track. If a brittle bar breaks, it interrupts a circuit which causes the system controller to immediately stop the system.

Cable catcher

These are small hooks sometimes installed next to sheaves to catch the rope and prevent it from falling if it should come out of the track. They are designed to allow passage of chair grips while the lift is stopping and for evacuation. It is extremely rare for the rope to leave the sheaves.

Collision

Passenger loading and unloading is supervised by lift operators. Their primary purpose to ensure passenger safety by checking that passengers are suitably outfitted for the elements and not wearing or transporting items which could entangle chairs, towers, trees, etc. If a misload or missed unload occurs—or is imminent—they slow or stop the lift to prevent carriers from colliding with or dragging any person. Also, if the exit area becomes congested, they will slow or stop the chair until safe conditions are established.

Communication

The lift operators at the terminals of a chairlift communicate with each other to verify that all terminals are safe and ready when restarting the system. Communication is also used to warn of an arriving carrier with a passenger missing a ski, or otherwise unable to efficiently unload, such as patients being transported in a rescue toboggan. These uses are the chief purpose for a visible identification number on each carrier.



Evacuation

Aerial ropeways always have several backup systems in the event of failure of the prime mover. An additional electric motor, diesel or gasoline engine—even a hand crank—allows movement of the rope to eventually unload passengers. In the event of a failure which prevents rope movement, staff may conduct emergency evacuation using a simple rope harness looped over the aerial ropeway to lower passengers to the ground one by one.

Grounding

A steel line strung alongside a mountain is likely to attract lightning strikes. To protect against that and electrostatic buildup, all components of the system are electrically bonded together and connected to one or more grounding systems connecting the lift system to earth ground. In areas subject to frequent electrical strikes, a protective aerial line is fixed above the aerial ropeway.

Load testing

In most jurisdictions, chairlifts must be load inspected and tested periodically. The typical test consists of loading the uphill chairs with bags of water (secured in boxes) weighing more than the worst case passenger loading scenario. The system's ability to start, stop and prevent reverse operation are carefully evaluated against the system's design parameters.

Rope testing

Frequent visual inspection of the rope is required in most jurisdictions, as well as periodic non-destructive testing. Electromagnetic induction testing detects and quantifies hidden adverse conditions within the strands such as a broken wire, pitting caused by corrosion or wear, variations in cross sectional area, and tightening or loosening of wire lay or strand lay.

Safety gate

A safety gate at the top terminal detects passengers failing to unload. An open restraining bar is also visible. If a passenger fails to unload, their legs will contact a lightweight bar or thin line or, in newer lifts, pass through a laser beam which stops the lift. The lift operator will then help them disembark, reset the safety gate, and initiate the lift restart procedure.



Mega-city Hyderabad : Spread across 260 km² and with a bulging population of over Five and half million, Hyderabad is the capital of Andhra Pradesh, a southern state of India. Located 526 Metres from the Mean Sea Level, Hyderabad has a pleasant climatic condition suitable for social and commercial living. All of Andhra Pradesh does not look like Hyderabad, however. Mirroring the situation in the rest of India, 70% of the state's citizens are farmers who live in villages scattered throughout the vast countryside. The IT revolution in Hyderabad is a far cry from the conditions in villages, where the difference between a good and bad year can hinge on a week's worth of rainfall or a few rupees' difference in the price of a primary crop. Hyderabad has developed into a major hub for the Information technology industry in India. The city is home to the world's largest film studio, the Ramoji Film City as well as the Telugu Film Industry, the second-largest in India, known popularly as Tollywood. It is also a sporting destination with numerous sporting venues and stadia. Various national and international games are conducted here, and the city is the home of the Deccan Chargers, Indian Premier League team.

Economic Profile of hyderabad Hyderabad Capital of Andhra Pradesh

Area 260 Sq. Km

Population 5,533,640

Population Density 14,192/km²

Population Growth 9.5%

Language Urdu, Telugu, Hindi, English

Latitude 17.366° N

Longitude 78.476° E

Literacy Rate 70.7 %

Altitude 536 m from sea level

Temperature 40 °C – summer (max.); 12 °C – winter (min.)

Time Zone IST (UTC+5:30)

STD Code +91-40

Vehicle Code AP9, AP10, AP11, AP12, AP13, AP28, AP29

Average Rain fall 90 cms

Religion Hindu, Muslim, Christian

Land Use Urban 93% [including industrial]; Agriculture 1.7%; Water Spread 5.3%



Major Industries o Automobile and Auto Components Industry spices, Mines And Minerals, Textiles

and Apparels IT Industry o Bulk Drugs And Pharmaceuticals o Horticulture o Poultry Farming o Spices o Mines And Minerals o Textiles And Apparel Industry o IT Industry

Hyderabad has changed dramatically over the last decade and most expect it to continue to grow. If it does, things are looking very good for India’s high-tech city. Because of reforms at many levels, people are getting better services; there are higher living standards and better amenities in this Hitech City. This city of over six million people has benefited greatly from the fiscal and administrative reforms. It is anticipated that Hyderabad is becoming a transit hub between U.S., Europe and Asia. Hyderabad is one of the fastest growing economies in India with an ever-increasing tax base. With the investor-friendly atmosphere, it has become an attractive choice for investment. The level of success found in Hyderabad is no small accomplishment in a country where sound infrastructure has always been a concept, never a reality. The city government has opened up Hyderabad to private enterprise and competition which drastically brought down costs and improved the quality of services provided to Hyderabad’s commercial and industrial sectors. In the last few years the city has emerged as an important centre for software professionals. The construction of the 'Hi-Tec City', the setting up of Indian Institute of Information Technology (IIIT) and Indian School of Business (ISB), the setting up of development centres by many software giants from India and abroad, and, last but not least, the visit of former US President Mr. Bill Clinton in March 2000 and the present President Mr. Bush in 2006 resulted in significant media attention from around the world focusing on Hyderabad.

FINANCIAL VIABILITY OF PROJECT

The total cost for the project has been worked out to be Rs. 300 lacs. It is suggested that a fare of Rs. 25.0 per head be charged for a round fare for the initial period. Based on the estimated project cost, annual Ropeway recurring cost and earnings, the project yields a Financial Internal Rate of Return (FIRR) of 14 % (Refer Appendix for the cash flow statement).



UTILITIES AND INFRASTRUCTURAL FACILITIES Water

The water demand for the proposed project has been estimated as 5.6 m3/day. The water requirements for the proposed project will be met through the municipal source. It is expected that about 11.7 m3/day of waste water will be generated and will be discharged into the municipal sewer in the area. Power The total power demand for the project has been estimated as 150 KW. The power supply will be made available from the state electricity board.

Waste Approximately 0.52 MT/day of waste will be generated during the operation phase of the project. Two set of Twin bins of 200 l capacity each will be provided at the lower terminal station along the south bank and one set will be provided at the upper terminal station along the north bank. The waste collection frequency will be daily and the waste will be handed over to the Hyderabad Municipal Corporation. Manpower The operation of the proposed project will involve employment of about 40 skilled and semi skilled staff.

Parking

Parking facilities will be provided at the lower terminal station. An area of 1850 sq.m has been designated for parking and will accommodate about 100 Cars and 80 two wheelers.

Long Term Climate Trends

The following section discusses the long-term climate trend of secondary data collected for the station located at the Hyderabad airfield over the period of 1975-1995. This data, along with the data obtained from onsite has been used in air dispersion modelling. The climatologically summary is as follows



WINTER January Data

Averages

Average High Temperature 82 °F Average Morning Relative Humidity 80%

Average Low Temperature 63 °F Average Afternoon Relative Humidity 38%

Average Mean Temp 73 °F Typical Sky Cover CLR

Average Dew Point 55 °F Average Precipitation (US Only) N/A

Average Windspeed 7 mph Average Snowfall (US Only) N/A

Average Wind Direction E

Daily Counts

Days With Precipitation 1 Days With Snow 0

Days With Thunderstorms N/A Days With Lows Below Freezing 0

Days With Fog 3 Days above 90° F (32.2° C) 0

Records

Record High 91 °F Record 24-hour Snowfall N/A

Record Low 50 °F Record Monthly Rainfall N/A

Record Wind Speed 53 mph Record 24-hour Rainfall N/A

Record Monthly Snowfall N/A Record Minimum Monthly Precipitation N/A

SUMMER May Data

Averages



Average Mean Temp 91 °F Typical Sky Cover SCT



Average Wind Direction NW

Daily Counts


Days With Thunderstorms 7 Days With Lows Below Freezing 0

Days With Fog N/A Days above 90° F (32.2° C) 26

Records







RAINY SEASON July Data

Averages



Average Mean Temp 80 °F Typical Sky Cover BRK



Average Wind Direction W

Daily Counts


Days With Thunderstorms 3 Days With Lows Below Freezing 0

Days With Fog N/A Days above 90° F (32.2° C) N/A

Records





The onset of monsoon in Hyderabad district takes place by mid July and lasts up to October . Hyderabad has mild sub tropical weather conditions. Summers are warm and dry whereas winters exhibit cool and dry conditions. The mean daily minimum temperature at occurs in January (9.8 °C) and the mean daily maximum temperature occurs in May (32.1°C). Wind Direction: Wind direction is reported as the direction from which the wind blows and is based on surface observations. Over the course of a year, wind usually blows in all directions, with varying frequencies. Certain directions occur more frequently than others – these are known as the prevailing wind directions. On an average, over the course of a year, the prevailing winds are from the East – South – East direction approximately 21 percent of the time. Calms (i.e. wind speed less than 1 knot or 0.51444 m/s) are reported 41 percent of the time.



Disaster Management Plan

Emergency prevention through good design, operation, maintenance and inspection are essential to reduce the probability of occurrence and consequential effect of any eventualities. However, it is not possible to totally eliminate eventualities and random failure of equipment or human errors, omissions and unsafe acts cannot be ruled out. An essential part of disaster management is therefore concerned with mitigating the effects of such Emergency and restoration of normalcy at the earliest. The overall objective of the Disaster Management Plan (DMP) is to make use of the combined resources at the site and outside services to achieve the following:

To localize the emergency and if possible eliminate it; To minimize the effects of the accident on people and property; Expedite the rescue and medical treatment of casualties; Safeguard other people; Evacuate people to safe areas; Informing and collaborating with statutory authorities; Initially contain and ultimately bring the incident under control; Preserve relevant records and equipment for the subsequent enquiry into the cause

and circumstances of the emergency; Investigating and taking steps to prevent reoccurrence

The DMP has therefore to be related to the identification of potential disasters/accidents. The plan will help develop actions that will be able to successfully mitigate the effects of losses/ emergency with minimum requirement of resources to control and terminate emergencies, should the same occur. The main risks identified for the project include hazards pertaining to ropeway severance, earthquake and landslides. An emergency prevention plan and disaster management plan has been developed to identify the precautionary measures such as design overview, measures to be taken during erection and commissioning of ropeway, maintenance and inspection to be carried out for control and safety of passengers. The details are presented below:



EMERGENCY and SUPERVISION The Company will:

o personally supervise the passenger ropeway and every specified activity or appoint a competent person to carry out this supervision;

o ensure that persons appointed are competent to carry out duties allocated to them; o delegate to competent persons, appointed to supervise passenger ropeway, powers

required to exercise supervision; o Ensure that the names of persons appointed to supervise a passenger ropeway are

made known to any persons who carry out a specified activity or any other significant activity associated with that passenger ropeway.

Erection And Commissioning Stage Assembly contractors of a passenger ropeway will ensure that it is erected, commissioned, tested and inspected in accordance with information which is complete and appropriate for safe erection, testing, inspection and commissioning. Assembly contractors of ropeway will record every critical safety stage in the erection and commissioning of passenger ropeways. Operation Stage GENERAL The operator of the ropeway will ensure that: a display is placed in a conspicuous location for the operator at the main drive stating the approved limiting conditions such as total number of cabins, capacity of each cabin , minimum spacing between cables, maximum line speed and operating limiting wind velocities;

o the ropeway has a valid certificate of inspection; o the ropeway is operated safely and within their design limits; o all safety devices are in working condition; o the operation is in accordance with relevant operating manuals/procedures o all operating procedures relating to ropeway are kept under regular review,

improved and updated whenever possible, and implemented by competent persons.



SAFETY MEASURES The ropeway will be provided with the following safety measures:

o The cabins will be provided with door lock, which cannot be opened by the passengers.

o Carriage of each cabin will be provided with track rope brake. o Two separate brakes will be provided in the drive of ropeway system. One

spring/weight operated and actuator/thruster released brake will be provided on brake ring fitted on drive sheave as normal and emergency brake. A second weight operated thruster released brake is provided on high speed brake drum coupling which will act as service brake.

o In the event of main supply power failure, full capacity D.G. sets will be provided to supply power to run drive motors.

o Self-driven rescue carriage and cabin to effect evacuation of stranded passenger from cabins on line.

o Standby Diesel Engines are to be provided to run ropeway at slow speed to rescue passengers from line in case of failure of drive motor.

o Line safety devices will be installed on each trestle to immediately stop the ropeway in the unlikely event of rope derailment.

o Emergency push buttons will be provided at all stations to stop the ropeway o The Ropeway Main Drive Motors will be tripped if : o Set rope speed exceeds by 5% o Wind speed exceeds the set limit

Safety Devices at Stations All safety devices as per the ropeway system chosen will be provided. In addition, emergency stop buttons shall be provided at convenient points to stop the cabin lift in the event of any emergency. Line Security Devices Line safety devices will be installed on each trestle, hold downs and pressure frames to immediately stop the ropeway in the unlikely event of rope derailment. This comprises of electrical trip limit switch with attachment mounted on line sheave mount. In an accidental case, if the hauling rope comes out of line sheave it automatically trips the ropeway by the actuation of limit switch through the attachment. Rope catcher will be provided on the incoming side of mount beams on line trestles, hold down, P.F. and stations to arrest / support the hauling rope in case of de ropement.



Rescue Arrangement Since the ropeway needs to fly over land locked residential and busy commercial areas, it will be provided with an independent rescue arrangement to facilitate the rescue of passengers( bringing back to the station) who might remain trapped along the line on account of unforeseen stopping in a reasonable short time and in the easiest and safest manner. A minimum of two sets of diesel engine operated both directional self driven rescue carriage will be provided. The rescue carriage will be such that once it is docked before the stranded cabin, passengers can be shifted to the rescue easily. Miscellaneous, Communication and Fire Precautions

Anemometers shall be provided to monitor the wind speed and to provide trip signal to main drive in case wind speeds exceeds a pre-determined set speed.

Communication system shall be available at both the terminal stations and should be interlinked.

The Public Address system, provided as part of Communication system, shall be available at both the stations and will be able to operate during power failure.

The wireless system will be provided to communicate while maintenance / rescue operation on line and for other reasons, when communication through telephone system will not be possible.

Special precautions shall be taken to protect any part of the ropeway from fire. Provisions for arresting and mitigating fire hazards due to the storage of fuel for DG

sets should be as per practices for such fuel storage. MAINTAINING RECORDS The company will ensure that:

o written procedures are developed for operating the equipment under all reasonably foreseeable conditions, and that all safety requirements are incorporated into these procedures;

o records are kept of every critical safety stage in the operation of ropeway; o operating procedures and all other relevant operating records are freely available to

any person who operates the equipment; and o all operational data are available for inspection by any authorised person who is

involved with the ropeway, including equipment inspectors.



DAILY OPERATIONAL REQUIREMENTS

• Starting of ropeway: Only competent persons authorised by the ropeway management will start the ropeway.

• Daily inspections: Prior to transporting passengers, a daily inspection will be

conducted by a competent person.

• As a minimum, the inspection will consist of the following:

inspect visually each terminal, station, and the entire length of the ropeway, including grips, hangers and carriers;

note the position of tension carriages and counterweights, and ensure that the tensioning system is free to move in both directions;

test the operation of all manual and automatic switches in terminals, stations, and loading and unloading areas, as per the manufacturer’s specifications;

test the operation of main drive and all braking systems; test the operation of communication systems; note the general condition of the hauling rope.

Termination of Daily Operations: Procedures will be established for terminating daily operations to ensure that passengers shall not be left on the ropeway after it has been shut down. The log book shall be a record of the daily operation of the lift and it will include the following:

Names and positions of operating personnel; Weather conditions: temperature, wind and visibility; Operating hours; Time, duration, and cause of abnormal interruptions; and Unusual occurrences involving passengers and equipment.



MAINTENANCE OF ROPEWAY The maintenance program will comprise of procedures for addressing all components subject to load, wear, corrosion or fatigue. This would include:

the types of lubricants required and frequency of application; the types of testing required and frequency of testing; the definitions and measurements to determine excessive wear and replacement

criteria; the recommended frequency of service to specific parts and details of the service

required; and Identification of other areas that might require specific attention.

The ropeway management shall ensure that:

The ropeway including all safety devices, is maintained in accordance with the maintenance and inspection schedules and are kept in safe working condition at all times;

a procedure is in place which requires any faults found in the ropeway to be reported immediately by the person who finds the fault, investigated and, where necessary, maintained, adjusted, repaired or altered;

ropeway that has been subject to maintenance, whether routine maintenance or maintenance in response to a fault found, shall be appropriately tested before reentering service, to ensure their design compliance; and

all maintenance procedures relating to the ropeway shall be kept in controlled status, regularly updated and continually improved and shall be executed by competent persons.

The operator of the ropeway will: record the date, time and full details of any maintenance work undertaken and the results of any maintenance procedure carried out;

ensure that maintenance records are available for examination by all persons concerned, including equipment inspectors; and

keep record of running hours and/or number of loading cycles operated by a passenger ropeway and its condition, where a passenger ropeway, or any of its components, is subject to condition monitoring.



INSPECTION OF ROPEWAY The Company shall ensure that

commissioning inspection has been carried out by an equipment inspector, who shall also witness all relevant tests;

formal pre season inspections are carried out the ropeway is inspected in-service at least annually for issue of certificate of

inspection daily and periodic maintenance inspections are carried out

Inspection Intervals: The operator will ensure that the ropeway is inspected in-service and is:

inspected at commissioning, after the first year of service and thereafter at least annually;

inspected after their re-erection or re-commissioning; inspected after major repairs or alterations; and inspected in the event that they are seriously damaged.

Records: A list of parts to be inspected will be maintained. The operator of the ropeway will maintain records of the date, time, time and results of any inspection carried out and the name of the inspection body engaged. LAND ENVIRONMENT

The construction activities for the proposed project will involve construction of terminal stations. No impact on the land use is expected as the areas of the terminals comprise of abandoned land. The waste generated during the construction will be effectively managed. During operation phase the proposed project will generate about 0.52 MT/day of waste. Adequate number of collection points will be provided and the waste will be handed over to the Hyderabad Municipal Corporation.

ECOLOGICAL ENVIRONMENT

The proposed project will have a minor impact on the terrestrial and aquatic ecology during construction and operation phase. During construction phase, there will a minor impact due to pollution and disturbance caused. No tree cutting is involved in the project. The proposed alignment does not coincide with the route of migratory birds and thus will not have any impact.



AIR ENVIRONMENT

The construction activities for the proposed terminal stations will be of small scale and thus the particulate emissions will be minimal and short term in nature. The dust generated during the construction phase on the Lake bed and island will be considerably reduced due to localized meteorological conditions. During operation phase, the project will involve operation of one DG set of 300 kVA and 10 KVA only for emergency evacuation during power failure. The predicted incremental concentrations have been estimated to be negligible. The DG set will be provided with adequate stack height of 7 m and 4 m.

NOISE ENVIRONMENT

The use of construction equipments will lead to increased sound pressure levels. It is proposed to implement job rotation and to limit the time of operation along with providing earplugs in areas of high noise exposure. The operation of the cable car system will lead to noise emissions due to movement of cable car. The impact due to movement of cable car will be minor and short term in nature. Thus, no impact is envisaged on the noise environment.



PROJECTED OPERATIONAL RESULTS

Detailed data on operational expenses and profits for the forthcoming 5 years of projected operations have been worked out and given in the statement annexed. While working out estimates, prices of inputs and selling prices of outputs have been kept at constant rates assuming that any increase in inputs cost would be effect by proportionate increase in the selling price. Marginal increase has been provided in other operational cost to cover effects of possible inflation.

CASH GENERATION & REPAYMENT SCHEDULE

Based on the estimates of cash generation from the operations and considerations the need to retain certain funds for meeting any other contingent situations, plans for repayment of the loan has been worked out and enclosed as annexes. By the end of the third year the company shall be self sufficient to meet the enhanced working capital limits /or /for expansion or diversification.

PROJECTED CASH FLOWS

A projected cash flow statement of the company at the end of the projected 5 years of working has been drawn up and given in the statement enclosed. The pictures emerges from a glance of the date, spread for the 5 years i.e. Increasing levels of reserve accumulation and decreasing borrowings on the one hand and increasing levels of current assets on the other with comparatively very less amount blocked in fixed capital. The data also reveals a comparatively high ratio of equity to debt depicting a growing strong capital base of the unit over loan funds in the business.



CONCLUDING REMARKS GENERAL

From the foregoing detailed analysis of the Company proposal for plans for launching its Tourism based Passenger Rope way System in Hyderabad it can be concluded that:

o The Company has been extremely careful and selective in preparing its business program.

o It has drawn up the scheme after adequately studying tourism market in Hyderabad.

o The plans have been made in such a way that the scalability of the business could be almost assured with least marketing cost to the Company.

TECHNO ECONOMICAL ASPECTS

The Company has identified time tested competent Ropeway technology suppliers tested the same on real time market and shall obtain all the requisite licenses, infrastructure, technology and switches in place. The total plan is made in suitable location with minimum capital investment. The founders and management are highly qualified and experienced professionals and posses all required technical know-how in running tourism passenger ropeway project and have the commercial expertise to run the business efficiently. The promoters would be on full time occupation with the Company. A suitable and broad based marketing network has already been planned which could be taken expanded further if found necessary to achieve for proposed sales targets.

FINANCIAL ASPECTS

The Capital investment proposed is comparatively low and the promoters have necessary resources to bring in and organize the proposed capital. The projected operational results show reasonable profit generation by the unit to enable it to meet its debt servicing obligations. A considerable part of cash generation is proposed to be ploughed back every year to supplement increased working capital requirement. Thus the venture is a thoroughly well planned organization and is a sound and viable proposition.



FINANCE DATA

CAPEX Particulars Units Cost Total Cost Ropeway System including towers 1 175.00 175.00 Generators 2 25.00 50.00 Power 1 30.00 30.00 Wireless communication and Public address system 1 4.00 4.00 Spares 1 15.00 15.00 Fire fighting 1 3.00 3.00 Safety devices 1 3.00 3.00 Office equipmet / Display 1 2.00 2.00 Misc equipment 1 3.00 3.00 Deposits and preoperative expenses 15.00 total 300.00



OPERATING STATEMENT Name: ISG RopeWay Project

Amounts

in Rs. Lacs Year 31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14

1. Gross Sales

No.of months 12 12 12 12

i. Domestic Sales 121.88 146.25 170.63 195.00

ii. Export Sales

iii. Other operating/revenue income 15.00 20.00 25.00 30.00

Total 136.88 166.25 195.63 225.00

2. Net Sales (1 - 2) 136.88 166.25 195.63 225.00

3. % age rise (+) or fall (-) in net sales as compared to previous year (annualised) N/A 21.46% 17.67% 15.01%

4. Cost of Sales

i. Raw materials (including stores and 0 0 0 0

iii. Power and Fuel 10.35 12.42 14.50 16.57

iv. Direct Labour (Factory wages & salaries) 48.00 52.80 58.08 63.89

v. Other manufacturing expenses 5.00 6.00 7.00 8.00

vi. Depreciation 27.00 27.00 27.00 27.00

vii. Sub-total (i to vi) 90.35 98.22 106.58 115.46

x. Cost of Production 90.35 98.22 106.58 115.46

xi. Add: Opening Stock of finished goods

Sub-total (x + xi) 90.35 98.22 106.58 115.46

xii. Deduct: Closing Stock of finished goods

5 xiii. Sub-total (Total Cost of Sales) 90.35 98.22 106.58 115.46

6. Selling, general and administrative expenses 20.53 24.94 29.34 33.75

7. Sub-total (5 + 6) 110.88 123.16 135.92 149.21



8. Operating Profit before Interest (3 - 7) 26.00 43.09 59.71 75.79

9. Interest

10. Operating Profit after Interest (8 - 9) 26.00 43.09 59.71 75.79

ii. Deduct: Other non-operating expenses

a. GOVT ROYALTY - 7.5% on sale 9.14 10.97 12.80 14.63

b.

c.

d.

Sub-total (Expenses) 9.14 10.97 12.80 14.63

iii. Net of other non-operating income / expenses [net of 11(i) & 11(ii)] -9.14 -10.97 -12.80 -14.63

12. Profit before tax/loss [10 + 11(iii)] 16.86 32.12 46.91 61.16

13. Provision for taxes 6.00 12.00 15.00

14. Net Profit / Loss (12 -13) 16.86 26.12 34.91 46.16

15. Retained Profit (14 - 15) 16.86 26.12 34.91 46.16

16. Retained Profit / Net Profit (% age) 100.00% 100.00% 100.00% 100.00%



LIABILITIES Name: ISG RopeWay Project

Amounts in

Rs. Lacs Year 31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14 No.of months 12 12 12 12

CURRENT LIABILITIES

1. Short-term borrowing from banks (including 0 0 0 0

Sub-total [i + ii] (A)

2. Short term borrowings from others

3. Sundry Creditors (Trade) 3.00 4.00 5.00 6.00

4. Provision for taxation 6.00 12.00 15.00

5. Other current liabilities & provisions

(due within 1 year) - specify major items 2.00 3.00 4.00 5.00

a. Provisions for exepenses 2.00 3.00 4.00 5.00

Sub total [2 to 9] (B) 5.00 13.00 21.00 26.00

6. Total current liabilities [A + B] 5.00 13.00 21.00 26.00

TERM LIABILITIES

7. Debentures (not maturing within 1 year)

8. Preference Shares (redeemable after 1 year)

9. Term loans (excluding instalments payable within 1 year)

10. Other term liabilities

11. Total Term Liabilities [11 to 16]

12. Total Outside Liabilities [10 + 17] 5.00 13.00 21.00 26.00



NET WORTH

13. Ordinary Share Capital 300.00 300.00 300.00 300.00

14. General Reserve 16.86 42.98 77.89

15. Revaluation Reserve

16. Other Reserves (excluding Provisions)

17. Surplus (+) or deficit (-) in Profit & Loss a/c 16.86 26.12 34.91 46.16

18. a. Others -

b.

c.

19. Net Worth 316.86 342.98 377.89 424.05

20. TOTAL LIABILITIES [18 + 24] 321.86 355.98 398.89 450.05



ASSETS Name: ISG RopeWay Project

Amounts in

Rs. Lacs Year 31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14 No.of months 12 12 12 12 CURRENT ASSETS 21. Cash and Bank Balances 5.00 10.00 15.00 20.0022. Investments (other than long term) i. Govt. and other trustee securities ii. Fixed Deposits with banks 27.86 57.98 109.89 168.0523. i. Receivables other than deferred & exports (incldg. bills purchased and discounted by banks) 24. Inventory: 15.00 20.00 25.00 30.00 i. Raw materials (including stores and other items used in the process of manufacture) ii. Stocks-in-process iii. Finished goods iv. Other consumable spares 15.00 20.00 25.00 30.00 a. Imported b. Indigenous 15.00 20.00 25.00 30.0025. Advances to suppliers of raw materials and stores/spares 10.00 20.00 20.00 20.0026. Advance payment of taxes 6.00 12.00 15.00 20.0027. Other current assets (specify major items) 10.00 15.00 20.00 25.00

a. Deposits 10.00 15.00 20.00 25.00

b. Customs & Excise

c. d.

28 Total Current Assets (26 to 33) 73.86 134.98 204.89 283.05



FIXED ASSETS 29. Gross Block (land, building, machinery, work-in-progress) 270.00 270.00 270.00 270.0030. Depreciation to date 27.00 54.00 81.00 108.0031. Net Block (35 - 36) 243.00 216.00 189.00 162.00 OTHER NON-CURRENT ASSETS 32. Investments/book debts/advances/deposits which are not current assets

i. a. Investments in subsidiary

companies / affiliates b. Others ii. Advances to suppliers of capital goods and contractors iii. Deferred receivables (maturity exceeding 1 year) iv. Others a. b. c.

d. Receivables. over 6 months

33. Non-consumable stores and spares 34. Other non-current assets including dues from directors 35. Total Other Non-current Assets (38 to 40) 36. Intangible Assets (patents, good will, prelim.expenses, bad / doubtful debts not provided for, etc. 5.00 5.00 5.00 5.0037. Total Assets (34+37+41+42) 321.86 355.98 398.89 450.0538. Tangible Net Worth (24 - 42) 311.86 337.98 372.89 419.0539. Net Working Capital (34 - 10) 68.86 121.98 183.89 257.05 40. Current Ratio (34 / 10) 14.77 10.38 9.76 10.8941. Total OUTSIDE Liabilities / Tangible Net Worth (18 / 44) 0.02 0.04 0.06 0.0642. Total TERM Liabilities / Tangible Net Worth (17 / 44)



ISG RopeWay Project Performance and Financial Indicators Amounts in Rs. Lacs 31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14

1 Net Sales 136.88 166.25 195.63 225.00

2 PBT 16.86 32.12 46.91 61.16

3 PBT/Sales % 12.32 19.32 23.98 27.18

4 PAT 16.86 26.12 34.91 46.16

5 Cash Accruals 43.86 53.12 61.91 73.16

6 Paid up Capital 300.00 300.00 300.00 300.00

7 TNW 311.86 337.98 372.89 419.05

8 TOL/TNW 0.02 0.04 0.06 0.06

9 Current Ratio 14.77 10.38 9.76 10.89

10 Growth in Sales % N/A 21.46% 17.67% 15.01%

Efficiency Ratios 11 Net Sales / Total Tangible Assets 0.43 0.47 0.50 0.51

12 Return on Assets (PBT / TTA) % 5.32 9.15 11.91 13.74

13 Operating Costs / Sales % 61.28 57.84 55.68 54.32

14 Bank Finance / Current Assets (%) 0.00 0.00 0.00 0.0015 Inventory and Receiv. / Net Sales

(days) 40 44 47 49

1 Total Curr.Asset (TCA) 73.86 134.98 204.89 283.05

2 Other Current Liabilities (OCL) 5.00 13.00 21.00 26.003 Working Capital Gap 68.86 121.98 183.89 257.054 Net Working.Cap. (NWC) 68.86 121.98 183.89 257.055 Assess.Bk.Finance (ABF) 0.00 0.00 0.00 0.006 NWC to TCA (%) 93.23 90.37 89.75 90.817 Sundry Cred.to TCA (%) 4.06 2.96 2.44 2.128 Other CL (exc.sund.cred) to TCA

(%) 2.71 6.67 7.81 7.079 Inventories to Net Sales(days) 40 44 47 49

business plan on ropeway project hyderabad india

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