dharamshala ropeway limited -...

PRE FEASIBILITY REPORT FOR DEVELOPMENT OF PASSENGER ROPEWAY BETWEEN DHARAMSHALA TO

MC LEDOGANJ, HIMACHAL PRADESH

DHARAMSHALA ROPEWAY LIMITED

PRE FEASIBILITY REPORT FOR DEVELOPMENT OF PASSENGER ROPEWAY BETWEEN DHARAMSHALA TO MC LEDOGANJ, HIMACHAL PRADESH

CONENT

1.0 EXECUTIVE SUMMARY 1 2.0 INTRODUCTION OF THE PROJECT 2

2.1 Identification of Project and Project Proponent 2 2.2 Brief Description of Nature of the Project 2 2.3 Needs of the Project and its Importance to the Country and or Region 3 2.4 Demand-Supply Gap 4 2.5 Import vs Indigenous Production 4 2.6 Export Possibility 4 2.7 Domestic/Export Markets 4 2.8 Employment Generation (Direct and Indirect) due to the Project 4

3.0 PROJECT DESCRIPTION 5 3.1 Type of Project Including Interlinked and Interdependent Projects 5 3.2 Location 5 3.3 Details of Alternative Sites 7 3.4 Size or Magnitude of Operation 11 3.5 Project Description 11 3.6 Raw Material Required 22 3.7 Resources Optimization 23 3.8 Availability of water its Source, Energy/Power requirement and Source 24 3.9 Quantity of Wastes to be Generated and Scheme for their Management 26 3.10 Schematic Representation of the Feasibility Drawing which give

information of EIA purpose 26

4.0 SITE ANALYSIS 30 4.1 Connectivity 30 4.2 Land Form, Land Use and Land Ownership 30 4.3 Topography 37 4.4 Existing Land Use Pattern 39 4.5 Existing Infrastructure 39 4.6 Soil Classification 39 4.7 Climate Data from Secondary Sources 39

4.8 Social Infrastructure Available 40 5.0 PLANNING BRIEF 40

5.1 Planning Concept 40 5.2 Land Use Planning 40 5.3 Assessment of Infrastructure Demand 40 5.4 Amenities/Facilities 40

6.0 PROPOSED INFRASTRUCTURE 40 6.1 Industrial Area 40 6.2 Residential Area 41 6.3 Green Belt 42 6.4 Connectivity 42 6.5 Drinking Water Management 42 6.6 Sewerage System 42 6.7 Industrial Waste Management 42 6.8 Solid waste Management 42 6.9 Power Requirement and Supply/Source 43

7.0 REHABILITATION AND RESETTLEMENT (R & R) PLAN 43 8.0 PROJECT SCHEDULE AND COST ESTIMATES 43 9.0 ANALYSIS OF PROPOSAL (Final Recommendations) 49


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1.0 EXECUTIVE SUMMARY The Department of Tourism & Civil Aviation, Himachal Pradesh for the development of Tourism in the State of Himachal Pradesh has decided to undertake development and operation/ maintenance of the Ropeway Project through Public-Private Partnership (the “PPP”) on Design, Build, Finance, Operate and Transfer (the “DBFOT”) basis, and has decided to carry out the project by Dharamshala Ropeway Limited through Himachal Pradesh Infrastructure Development Board (HPIDB). Needs of the Dharamshala – McLeod Ganj Ropeway due to Ø Road Journey about 9-10 Kms often congested due to traffic jams. Ø McLeod Ganj, Dharamshala goes under 300-500mm snow layer during winters and

roads connectivity further detoriates Ø Yearly 40 Lakh tourists visits the Place Ø Due to traffic congestion, It takes 3-4 hours to reach McLeodGanj during peak season

As per RFP document of Himachal Pradesh Infrastructure Development Board & Department of Tourism & Civil Aviation, Himachal Pradesh Monocable detachable Gondola (Cabin) System ropeway transport system has to be installed between Dharamshala and McLeodganj having 600PPH. The land requirement for the proposed project is about 2.2438 ha. The broad parameters of the ropeway are given below:

S. No.

ITEM Parameters

1 System Mono-cable Detachable Gondola

2 Capacity(Designed), PPHPD (Passengers per hour per direction)

Minimum 600 @ max speed

3 Line speed, m/sec 4 to5 4 Horizontal distance between

stations rail back loop crs, m 2310 (=1080+1230)m

5 Vertical rise, m 391 (=305+86)m 6 Line gauge,m 4

8 Capacity of cabin, persons 6 – 8 9 Cabin Spacing, m 65 m

10. Total no of cabins (minimum), in no.

18 to 24

11 Travel time one way, min 540 sec 12 Type of cabin Fully enclosed cabin with

ventilation. Door operation –13 Hauling rope 45mm6x19(s) 1770N/mm2 poly

14 Main drive motor, KW 300 HP AC variable speed 0-1500rpm

15 Boarding/Deboarding In motion. Speed should not be more than 0.3 m/sec. Cabin should be guided.

16 Handling of cabin in station Cabin conveyor system

17 Tensioning system Hydraulic


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18 Auxiliary drive (diesel engine) for emergency, HP

25, AC 19 Line speed with emergency

engine, m/sec 0.5 to 1.0(Max)

Line Rescue System At least two systems of redundancy 20 D.G. set @ Lower station, KVA 320

21 Stand by D.G. set @ Upper station for station lighting, KVA

50

22 Ambient temp (+) 24° C max and 0° C min. 23 Relevant standard CEN & IS Code, Himachal Ropeway 24 Location of Tension gears Upper Terminal near Bus Stand Parking Mcleodganj

25 Location of Drive gears Lower Station near Bus Stand Dharmshala

WATER Requirement: Water demand during construction for labours and construction activities are estimated about 2813KL. Total water requirement during operation is about 220.2 KLD. Water supply for both the requirement will be met from HPIPH. ENERGY Requirement: Total power requirement is about 536KW, which is obtained from HPSEB SOLID WASTE: Total solid waste generates during construction and operation are 10.0 kg/day and 480 kg/day respectively. PROJECT SCHEDULE AND COST ESTIMATES The construction phase of the project is spread over a period of 18 months. About 100 persons would be working on the project during peak construction period. The post construction phase would also create job opportunities for 60 persons. The estimated cost for proposed ropeway project at Dharmshala is about Rs.144.9 Crore. Total Annual O & M cost is about Rs 392.80 lakhs.

2.0 INTRODUCTION OF THE PROJECT

2.1 Identification of Project and Project Proponent The Department of Tourism & Civil Aviation, Himachal Pradesh for the development of Tourism in the State of Himachal Pradesh has decided to undertake development and operation/ maintenance of the Ropeway Project through Public-Private Partnership (the “PPP”) on Design, Build, Finance, Operate and Transfer (the “DBFOT”) basis, and has decided to carry out the project by Dharamshala Ropeway Limited through Himachal Pradesh Infrastructure Development Board (HPIDB). 2.2 Brief Description of Nature of the Project

Ropeway systems have been successfully employed for several years in material transport and for transport of passengers in hilly, mountainous and remote areas. Application of ropeways in transportation is a cost effective, pollution free and environment friendly solution especially for townships located around hilly terrain. Main advantages of application of ropeways in transportation are:


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Ø Most Energy Efficient Ø Low Land Requirement Ø High Gradebility Ø Low Power Requirements Ø Pollution Free

2.3 Needs of the Project and its Importance to the Country and/or Region Dharamshala stands at the foot of Dhauladhar and has a magnificent view of snowy peaks, deodar and pine forests, tea gardens and beautiful hills, The snow line is perhaps more easily accessible at Dharamshala than any other hill station in India. Dharamshala now really has become international, with a number of Tibetan settlements and the residence of Noble Laureate the 'Dalai Lama’ Dharamshala is divided into two distinct parts: lower Dharamshala comprising the civil and business area with Courts and Kotwali bazar and upper Dharamshala composed of places like Mcleod Ganj and Forsyth Ganj. The upper and lower towns with a difference of some 457 metres between them lies against a background of snow-capped mountains, forests of giant conifers, and carefully cultivated tea gardens. The mountains enfold three sides of the town and the alley stretches beyond to the south. Dharamshala's altitude varies between 1250 meters and 2000 meters. The arrival of the Tibetan spiritual leader, the Dalai Lama, along with thousands of refugees to Dharamshala in 1959 made the life here more active. A number of Tibetan settlements with religious education and other rehabilitation centres mushroomed all over the Mcleodganj. As Dharamshala became the headquarter of the Tibetan Government in exile, headed by Dalai Lama, it gained prominence all over the world and prominent personalities started arriving here. Mcleodganj emerged as a major Buddhist centre. Needs of the Dharamshala – McLeod Ganj Ropeway due to Ø Road Journey about 9-10 Kms often congested due to traffic jams. Ø McLeod Ganj, Dharamshala goes under 300-500mm snow layer during winters and

roads connectivity further detoriates Ø Yearly 40 Lakh tourists visits the Place Ø Due to traffic congestion, It takes 3-4 hours to reach McLeodGanj during peak season


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2.4 Demand-Supply Gap

As per RFP document of Himachal Pradesh Infrastructure Development Board & Department of Tourism & Civil Aviation, Himachal Pradesh Monocable detachable Gondola (Cabin) System ropeway transport system having 600PPH. 2.5 Import vs Indigenous Production

It is not applicable for this project.

2.6 Export Possibility It is not applicable for this project. 2.7 Domestic/Export Markets It is not applicable for this project.

2.8 Employment Generation (Direct and Indirect) due to the Project The construction phase of the project is spread over a period of 18 months. During this period various categories of skilled, semiskilled and unskilled manpower would be deployed for the project. About 100 persons would be working on the project during peak construction period. This would create good opportunities of direct employment for the local people.


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The manpower requirement would be for the purpose of supervision, basic preventive maintenance and breakdown maintenance, accounting and security work. The post construction phase would also create job opportunities for 60 persons. In addition, indirect employment opportunities would be created in the support service sector.

3.0 PROJECT DESCRIPTION

3.1 Type of Project Including Interlinked and Interdependent Projects

This project is independent and not interlinked with any project.

3.2 Location The proposed project site is located at the Dharmshala District. The Latitude and Longitude of the Lower Terminal and Upper Terminal are given below

Terminal Northing Easting LTP 32°13'11.15"N 76 o 19’ 15.41” E

UTP 32°14'0.24"N 76°19'0.72"E The Project site is well connected by Air, Rail and Road.

Airway: Nearest airport is the Gagal (Kangra) Airport (DHA) at Gagal about 13 km away. It handles domestic flights. Taxi service of both AC and non AC cabs are available in addition to the regular Bus Transport services.

Railway: Dharamshala can be approached by from Delhi to Pathankot which is the nearest broad gauge railway station is 85 km away and the toy train station is 17 km at Kangra.

Roadways: Dharamshala is about three hours from Pathankot or you can drive from Delhi (526 km) via Chandigarh, Kiratpur and Una and takes 12 hours. From Delhi and Shimla luxury buses ply to Dharamshala. HPTDC operates a regular Luxury coach from Delhi to Dharamshala. The location of the project area is shown in Figure 3.1 and Figure 3.2.


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FIGURE 3.1 LOCATION MAP OF ROPEWAY SITE

Dharamshala


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FIGURE 3.2 LOCATION MAP OF ROPEWAY SITE

3.3 Details of Alternative Sites

The project is identified byHimachal Pradesh Infrastructure Development Board & Department of Tourism & Civil Aviation, Himachal Pradesh hence no alternative study has been done. The Proposed alignment is given at Figure 3.3. The Contour Plan of Ropeway Alignment is shown at Figure 3.4. The Contour Plan of Lower Terminal and Upper Terminal of Ropeway are shown at Figure 3.5 and Figure 3.6.


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FIGURE 3.3 LOCATION MAP OF ROPEWAY ALIGNMENT

FIGURE 3.4 CONTOUR PLAN OF ROPEWAY ALIGNMENT


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FIGURE 3.5 CONTOUR PLAN OF LOWER TERMINAL

FIGURE 3.6

CONTOUR PLAN OF UPPER TERMINAL


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The Photographs Showing the locations of Lower Terminal Point (LTP) and Upper Terminal Point (UTP) are given at Figure 3.7and 3.8 respectively.

FIGURE 3.7 PHOTOGRAPHS SHOWING LOCATION OF LTP

FIGURE 3.8 PHOTOGRAPHS SHOWING LOCATION OF UTP


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3.4 Size or Magnitude of Operation Installed capacity of the ropeway system will be 600 persons per hour (PPH). The infrastructure would be designed and commissioned for final capacity of the system. However, it can be operated at lower capacity by adjusting the number of cabins or speed.

3.5 Project Description

As per RFP document the Monocable Detachable Gondola ropeway system for Ropeway has to be installed between Dharamshala and McLeodganj. Operational cycle of the Monocable Detachable system is described below: Ø The ropeway stations i.e. Tension & drive are connected by an endless haulage rope

through Drive /Return sheaves followed by different rocker sheaves placed on the trestles. The trestles will be placed at a varying distance as per requirement.

Ø One gondola will be fixed to the rope at a predetermined equal spacing along the entire ropeway length.

Ø The haulage rope along with different gondolas moves continuously in a particular direction in a specified speed.

Ø On approaching a particular station i.e either tension or Drive the gondola detaches

from the rope by a mechanism Ø After detachment the gondola de accelerates and moves on the curved rail inside the

station with a speed of 0.5 m/sec by some chain arrangement. Ø During this period the gate of the gondola will be opened for de-boarding and

corresponding boarding. g. Once boarding is over the gate of the gondola will be closed.

Ø By some another mechanism the speed of the gondola accelerates and then be allowed to attach with the haulage rope.

Ø The gondola then moves out from the station and moves towards other station.

Ø Every after given spacing one gondola enters and leaves the station by following the above d-I method.

The broad parameters of the ropeway are given below:

S. No.

ITEM Parameters

1 System Mono-cable Detachable Gondola

2 Capacity(Designed), PPHPD (Passengers per hour per direction)

Minimum 600 @ max speed

3 Line speed, m/sec 4 to5 4 Horizontal distance between

stations rail back loop crs, m 2310 (=1080+1230)m

5 Vertical rise, m 391 (=305+86)m


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6 Line gauge,m 4

8 Capacity of cabin, persons 6 – 8 9 Cabin Spacing, m 65 m

10. Total no of cabins (minimum), in no.

18 to 24

11 Travel time one way, min 540 sec 12 Type of cabin Fully enclosed cabin with

ventilation. Door operation –13 Hauling rope 45mm6x19(s) 1770N/mm2 poly

14 Main drive motor, KW 300 HP AC variable speed 0-1500rpm

15 Boarding/Deboarding In motion. Speed should not be more than 0.3 m/sec. Cabin should be guided.

16 Handling of cabin in station Cabin conveyor system

17 Tensioning system Hydraulic 18 Auxiliary drive (diesel engine) for

emergency, HP 25, AC

19 Line speed with emergency engine, m/sec

0.5 to 1.0(Max) Line Rescue System At least two systems

of redundancy 20 D.G. set @ Lower station, KVA 320

21 Stand by D.G. set @ Upper station for station lighting, KVA

50

22 Ambient temp (+) 24° C max and 0° C min. 23 Relevant standard CEN & IS Code, Himachal Ropeway 24 Location of Tension gears Upper Terminal near Bus Stand Parking Mcleodganj

25 Location of Drive gears Lower Station near Bus Stand Dharmshala

3.5.1 Drive and Other Arrangement

Drive Location: The drive gears will be located at Lower Terminal. Driving Gear:

There will be one set of driving gears. The drive gear consists of a fabricated sheave with renewable neoprene liner. The drive sheave assembly is connected with the main gearbox through system of shafts and geared coupling.

The main gearbox (Helical) is a suitably rated unit with horizontal output shaft towards vertically placed drive sheave hub, connects the drive sheave through suitably rated geared coupling. The gearbox casing should be of dust proof type; the gear teeth would be case


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hardened type and fitted with antifriction bearings to minimize noise and vibration. All bearings are also equipped with noise sensor fittings. Gear wheels are roller bearings and splash lubricated.

Three types of brakes will be provided. For normal stoppage electromagnetic brake then service brake and in case of emergency an emergency brake will be provided. The input shaft of the gear box is connected through a brake drum coupling and thruster released disc brake (service brake) which works on a flywheel disc mounted on main D.C. Motor shaft.

Service Brake

A disc brake has been provided on the drive sheave and act as an Emergency brake and comes in operation automatically when:

a. Normal Stop/Emergency Stop push button is pressed. In case of normal stop, the brake is actuated after some time delay.

b. The ropeway speed exceeds 5% of set speed.

c. The tripping of Drive motor due to actuation of line and station security devices and tension trolley and Tension weight cage over run limit switches.

d. The wind speed exceeding set operating speed.

Emergency Brake

Tension Gear: ThereisonesetoftensiongearlocatedatLTP.ThehaulageropeisreturnedthroughaM.S. fabricated Sheave lined with renewable aluminum/ neoprene liners. The sheave is supported on a trolley running on wheels on a track provided for it in the station structure. The tension of the hauling rope should be maintained by a hydraulic Jack fed from hydraulic unit. A dynamometer shaft attached to the jack mounting continually monitors the tension in the rope. One end of the


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hydraulic Jack will be attached to the front cross arm of the terminal and other end is attached to the trolly. The extent of travel of the trolley assembly should be sufficient to take up the normal operational changes in rope as well as stretching of rope. The cross section of tensioning system is as below:

To prevent over run of Tension trolley, 2 Nos. limit switches on trolley track, one at each end are provided.

Track:

On both the terminals a suitable track forms a mechanical system that provides the following functions:

Ø Decoupling of cabins from the rope Ø Slowing down the cabin so that the passengers can embark or disembark. Ø Turning the cabin round ready to leave the terminal. Ø Speeding up the cabin so that it can be coupled to the rope.

A line sketch is as below:

Cabin Cadencing/Spacing:

The cadencing function will be installed to ensure that the cabins are all separated by an identical time interval. The cadencing system accelerates or decelerates the cabins by means of a series of six tyres. The tyres will be run by means of a motor and gear box. The


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speed will be controlled by Programmeable Logic Controller (PLC) in such a way that if cabin arrives late, the PLC speeds up the cabin and vice versa. A photograph of cadencing system is as below:

ParkingTrack:

A manually operated parking track will be provided at LTP to store the cabins during the closing of operation to protect the cabins from weather. The parking track will be provided adjacent to ropeway terminal. A schematic diagram of parking track is as below:

3.5.2 Ropes An endless haul ropes are proposed to be provided for the ropeway system. Rope specification is given below:


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40 mm dia, R.S. 6/19 Seale (9/9/1), ungalvanized, RHL, 1770 N/mm2 wire grade, Poly Propylene Compact Core.

3.5.3 Cabin

8 passenger (sitting) cabins is provided with automatic door opening and closing system in such a way that the door cannot be opened from inside by the passengers. The cabins are to be certified by European standards. The seat would be Aluminum seats with backrest and carpet. All joints should be preferably riveted or welding can be done with adequate precaution and procedure for Aluminum welding. In view of substantial flying height, the cabin is of fully enclosed type and weather protected and ventilated. The side panels are fitted with fixed glass. Doors of the cabin should be of sliding type opening. A photograph of likely cabin is as below:

Ropeway Cabin

3.5.4 Grip

Each cabin is fitted with a detachable grip used to couple and uncouple a carrier on the rope. The grip should be suitable for diameter of rope and capable to hold the weight of carriers by clamping force. The grip would be fitted with an oscillation damper. The roller should be fitted with sealed bearings, lubricated for life. It should be fitted with slide roller and Track roller. The grip should be designed in such a way that the minimum clamping force is applied in case of failure of one spring. A photograph of standard detachable grip is as below:


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Detachable Grip

The rope grip shall be of a type that has been proven to give satisfactory service and in operation in a similar nature of system. The rope grip shall be designed to pass smoothly over and under the line sheaves that have flanges of adequate depth to prevent the haul rope from leaving the sheaves. The design shall incorporate provisions for accommodating a 10% reduction in haulage rope diameter. The form of grips used and the profile of the grooves of the sheaves shall adapt to one another taking into account specially the maximum lateral swing.

3.5.5 Hanger

The cabin is suspended from the grip through a hanger made of M.S. seamless with a provision is to be made in the hanger for dampening the transverse swing of the cabin. Connection with the cabin should be made with high tensile steel spindle with rubber impregnated metallic bush. The hanger should be provided with nylon strip liner at appropriate position, so that the steel body of the hanger does not rubbed directly with the station guide angles.

The hangers shall have sufficient length so that it allows free passing of the cabin on the trestle, station, and line taking into account the side clearance.

3.5.6 Mount sheaves

The Trestles are fitted with multiple fully articulated sheave mounts on each side. The beams are pivoted on central pedestals resting on top of the trestle. Rubber lined sheaves are provided with ball bearings pre‐packed with grease during assembly. Provision for greasing has also been made. Maintenance platforms are provided on mount beams to facilitate maintenance of line sheaves.


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3.5.7 Ropeway Clearance The profile design of the ropeway has taken into consideration clearances specified in the ropeway codes. 3.5.8 Control System The ropeway shall operate at variable speed by means of DC electrical motor and the chopper control /VVVF drive system. The chopper control /VVVF drive system should be maintained at 0.85 pf at different load condition by providing power factor correction system. The DC/AC motors shall be of continuous rating SPDP construction.)

The drive shall have the capacity to handle most unfavorable design load condition including the starting of a fully loaded cabin. The system shall be started at its lowest point of speed range after any type of stop.

Visual display unit (HMI) system indicating the faults and procedure for detection of faults shall be provided. There will be smooth controlled start and stop of the ropeway. Different sensors, safety devices feedback element and annunciation will be provided.

Necessary safety devices and emergency stop push button stations to make the system complete safe. The safety will not be only ensured at Lower stations but will also be ensured at Upper stations and Line. The main drive motors will be tripped automatically and safely in case of any safety fault occurred at Line or at stations.

Control relays and interlocks should be provided for rescue engine, emergency motor and brake operation.

AC/DC drive should be provided with forward reverse operation, speed variation (auto and manual) and inching facilities.

All the stations and line safety devices will also be operative during running the ropeway with diesel engine. Incase of rescue drive by diesel engine, there will be a provision of alarm bell with a battery backup at drive station and will be operative on energization of any safety device of stations / line. Battery backup should also be provided for opening of service and emergency brakes.

Control desk with visual display unit showing location of faults and procedure for ectification of faults shall be provided.

The main drive motors will be tripped automatically and safely in case of any safety fault occurred at line or at stations. The effect of regeneration should also be taken into account.

There will be necessary safety devices and emergency stop push button stations to make the system complete safe. The safety will be ensured at both stations. The main drive motors will be tripped automatically and safely

a. Incase of any safety fault occurred at Line and stations. b. Incase there is variation of desired speed ratio between motor shaft, drive

sheave or deflection sheaves at station.


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HMI should display the following items

Ø Terminal status Ø Motor current Ø Rope speed Ø Wind speed Ø Display of all sensors Ø Tensioning system Ø Cadencing system Ø Parking track Ø Fault history Ø Daily operation report

3.5.9 Disaster Management Disaster is an unexpected event due to sudden failure of the system, external threats, internal disturbances, earthquakes, fire and accidents. The first step is to identify the causes which develop/ pose unexpected danger to the structural integrity of Ropeway. The main aim of the disaster management plan is

1. Safety of the passenger 2. Quick response at the time accident and treatment to casualties 3. Evacuation of passengers to safe area 4. Bring the disaster under control within short time 5. Investigation of accident and prepare prevention plan

Preventive Action: Once the likelihood of a disaster is suspected, action has to be initiated to prevent a failure. Manager responsible for preventive action should identify sources of repair equipments, materials, labour and expertise for use during emergency. Reporting Procedures: The level at which a situation will be termed a disaster shall be specified. This shall include the stage at which the surveillance requirements should be increased both in frequency and details. The Manager should notify the officer for the following information: Ø Exit points for the public, Ø Nearest medical facilities.

Communication System: An efficient communication system is absolutely essential for the success of any disaster management plan. This has to be worked out in consultation with local authorities. More often, the entire communication system gets disrupted when a disaster occurs. The damage areas need to be clearly identified and provided with temporary and full proof communication system. Ø Communication system should be available at all the terminal stations and should be

interlinked. Ø Multi core communication cable is required to be provided between the station Ø 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.


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Emergency Action Committee: To ensure co-ordination action, an Emergency Action Committee should be constituted. The civic administrator may be the Chairman of this Committee. The committee may comprise of Ø Police Officer of the area, Ø Health Department representative, Ø Department of Information and Publicity, and Ø Non-Governmental Organization of the area.

Emergency Action Committee will prepare the evacuation plan and procedures for implementation based on local needs and facilities available. The plan should include: Ø Demarcation of the areas to be evacuated with priorities, Ø Safe route to be used, adequacy of transport for evacuation, and traffic control, Ø Safe area and shelters, Ø Security of property left behind in the evacuated areas, Ø Functions and responsibilities of various members of evacuation teams, and Ø Setting up of joint control room.

All personnel involved in the Emergency Action Plan should be thoroughly familiar with all the elements of the plan and their responsibilities. They should be trained through drills for the Emergency Action Plan. The staff at the site should be trained for problem detection, evaluation and emergency remedial measures. Individual responsibility to handle the segments in emergency plan must be allotted. Success of an emergency plan depends on public participation, their response to warning notifications and timely action. Public has to be educated on the hazards and key role in disaster mitigation by helping in the planned evacuation and rescue operations. It is essential to communicate by whom and how a declared emergency will be terminated. There should be proper notification to the public on de-alert signals regarding termination of the emergency. The notification should be clear so that the evacuees know precisely what to do when re-entering or approaching the affected areas. EMERGENCY MEASURES The emergency measures are adopted to avoid any failure in the system. The aim of Emergency Action Plan is to identify areas, population and structures likely to be affected due to a catastrophic event of accident. The action plan should also include preventive action, notification, warning procedures and co-ordination among various relief authorities. Safety Measures Ø The cabins are provided with door lock, which cannot be opened by the passengers.

Ø Two separate brakes are provided in the drive of ropeway system. One no.

spring/weight operated and actuator/thruster released brake is provided on brake ring fitted on drive sheave. This will act 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.

Ø In the event of main DG set power failure, full capacity standby D.G. set provided to


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supply power to run drive motor. Ø Standby separate motor system is provided to run ropeway at slow speed to rescue

passengers from line in case of failure of main motor or power failure from DGset. Ø Line safety devices are installed on each trestle, which 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. The number of limit switches will be as below:

Sheave Train Type Number Localisation

Support Sheave train with 6 Sheaves orless

1 1 at sheave train entrance

Support train with 8 or more Sheaves

2 1 at sheave train entrance and 1 at exit

Compression sheave train 5 1 per 2 sheave train (i.e 4 in total) + 1 at sheave train axle

Ø Rope catcher is provided with the fully articulated sheave mount beam at incoming

and outgoing side on line trestles and Stations to arrest / support the hauling rope in case of de‐ropement.

Ø Emergency push buttons are provided at all stations to stop the ropeway, if required.

Ø The Ropeway Main Drive Motors will be tripped if:

• Set rope speed exceeds by5% • Wind speed exceeds the set limit

Ø Both the stations and line safety devices will also be operative during running the

ropeway with separate motor at a maximum speed of 1 m/ sec. In case of rescue drive by diesel engine, there will be a provision of alarm bell with a battery backup at drive station and will be operative on energization of any safety device of stations / line. Battery back should also be provided for opening of service and emergency brakes.

Ø Control Panels and Distribution Boards will be provided at all stations for operation as

well as maintenance purposes. Control relays and interlocks will be provided for rescue engine, emergency motor and brake operation. D.C. drive will be provided with forward reverse operation, speed variation (auto and manual) and inching facilities.

Rescue and Other Arrangement: The electric drive wheel backup system will be used to evacuate the line by means of two electric motors operating independently of the gear box. The drive wheel backup system includes:

Ø A mechanical system to uncouple the drive wheel. Ø A ring gear installed on the drive wheel.


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Ø One or more electric motors that can be disengaged from the ring gear Ø An electrical control cabinet containing a speed controller

Whenever a situation occurs in which operation of the Ropeway is not possible even with the backup arrangement and the carriers are stopped on the line between the stations, and in which anticipated time to repair the cause of the shutdown is greater than the estimated time for rescue carriage operation, evacuation must take place.

Suitable means of evacuation shall be provided (ladders, capstan, rope etc) to facilitate the rescue of passengers who might remain trapped along the line on account of unforeseen stopping of the installation, in a reasonably short time and in the easiest and safest manner without the help of the stranded passengers.

Public Address System: Both the terminal stations at each section shall be provided with a Public Address System, i.e. microphone, amplifier, speakers and able to operate during power failure for at least 15 minutes. Suitable numbers of fire extinguishers will be provide at both stations and near DG area.

Protections: Other standard protections, such as, electrical protection for LT, lightening protection, earthing etc. shall be provided. 3.5.10 Operation and Maintenance of Ropeway System Operation & Maintenance of the ropeway system shall be carried out in accordance with the recommendation of manufacturer of the equipment such as Gear Box, Motors, Coupling, Control Panels, Carriage, Hangers, Cabins & Haulage ropes etc. However, ropeway systems manufacturer / supplier shall provide the manual book for carrying out the Operation & Maintenance. 3.5.11 Safety Certification The safety certification shall issued under the provisions of Himachal Ropeway Act, and in accordance with the requirement stipulated in IS 5228 (latest revision) and IS 5229 (latest revision). 3.6 Raw Material Required The construction materials to be used for construction of Ropeway are Aggregates, Cement, Sand, Reinforcement Steel, Structural Steel, Hauling Rope etc. The quantity and sources of construction material are given below


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Sr. No. Material Quantity Sources Mode of

Transportation 1 Structural Steel 100 MT Imported By Sea and Road

2 Reinforcement Steel 300 MT Local Purchase By road

3 Sand 4500 cum Local River By road

4 Aggregates 3500 cum Local Crushers By road

5 Cement 50000 bags Local Purchase By road

6 Hauling Rope 4000 mtrs Imported By Sea and Road

3.7 Resources Optimization

The main resource required for operation of ropeway is electricity hence energy conservation measures require to optimize the resources. Energy conservation measures are often the easiest, quickest and cheapest way to reduce costs and implement environmentally pro-active Energy conservation program both on energy demand and supply. The amount of energy used for lighting varies from industry to industry, but typically, lighting accounts for approximately 50% of the electrical load in office building. By having an understanding of the lamps, ballasts, luminaries and control options available today as well as the techniques used to develop efficient lighting, lighting can be produced that is energy efficient, cost effective and yields a high quality of light. An improvement in lighting efficiency would be adopted in the building/ terminal stations with measures as: Ø The most efficient lamp for the purpose, taking into account size, shape, colour and

output of the lamp.

Ø The high-efficiency spectacular reflectors or high-efficiency luminaries. Ø Automatic control systems - installation of (a) timer circuits that switch lamps off during

room vacancy times, (b) photoelectric sensors that sense the amount of daylight in the room and either switch lamps on or off or adjust the lamp brightness accordingly and (c) occupancy sensors that switch lamps off when work stations are unoccupied.

Ø Localized switching - installing localized switches near work stations to control local

lighting. Ø Lighting design - (a) design lighting systems that maximize the use of daylight and (b)

introducing local task lights (e.g. desks lights), allowing a reduction in general overhead lighting.

Ø Maintenance schedule - setting up a maintenance schedule to clean and replace

lamps on a regular basis. Ø Promoting employees awareness on energy conservation.


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Ø Training staff on methods of energy conservation and to be vigilant to such opportunities

3.8 Availability of water its Source, Energy/Power requirement and Source WATER During Construction: The construction of station at lower and upper terminal would require water. Water demand during construction phase would be for Construction activities and Man Power involved in construction. Construction phase will last for a period of approximately 18 months. About 100 workers will be working at site during peak construction. Water demand during construction for labours and construction activities are estimated about 2813KL. During Operation:There will be 60 persons including staff and security during operation of the Ropeway project for which the water requirement for staff and security would be 4.2 KLD and water requirement for passenger is about 216 KLD. Total water requirement during operation is about 220.2 KLD. Water supply for both the requirement will be met from HPIPH. A NOC letter from HPIPH is given below


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ENERGY The total requirement for the motor and lighting load for the Ropeway has to assess. The power supply made available by HPSEB is usually at 415V + 10% with frequency of 50 cycles + 3%. Power line/ substation required for power availability at the ropeway terminals could be laid with from nearby HPSEB substation. The cost of the installation of the power line/ substation has to borne by the concessionaire. Necessary step down transformer shall be provided to supply LT power for ropeway electrical equipment and lighting. Normally the ropeway system shall work on power supply arranged by HPSEB, but in case regular power supply fails, the system shall operate on standby Diesel Generator (DG) power supply. The DG set shall be of continuous rating. It shall be capable for full capacity load requirement of the passenger ropeway system and related buildings and shall be suitable to operate on required load. The DG power system shall be noise-free and air pollution free as per code of Practices.

Description LTP UTP Total (KW)

Ropeway Drive unit:346 KW Other:100 KW

40 KW 50 KW

386 150

Total 446 90 536

A NOC letter from HPSEB is given below


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3.9 Quantity of Wastes to be Generated and Scheme for their Management

SOLID WASTE During Construction: Building construction leads to generation of sand, gravel, concrete, stone, bricks, wood, metal, glass, polythene sheets, plastic, paper etc. as waste. Inorganic solid waste generated during the construction phase like waste concrete and mortar, left over aggregate and debris etc. shall be recycled for use in the base layers of paved area. About 100 numbers of labours will be required for construction of Ropeway. Considering an average contribution of 100 gm/person/day, 10.0 Kg/day of solid waste shall be generated from construction site. Most of the waste generated will be Municipal solid waste as major construction activities at site are assembling the structural steel components for towers and terminal stations. During operation: About 60 persons per day are recommended in RFP for operation of Ropeway systems. It is estimated that about 6.0 kg per day of municipal solid waste @ 100gm/day/person will be generated during the operation phase, which needs to be disposed off. In addition about 480 kg per day municipal solid waste generated from ropeway passenger and other activities. The recommended waste management plan is based upon the principle to reduce the amount of waste for disposal through the development of outline plans for waste avoidance, material re-use and recycling.

Solid Waste / Refuse include many different substances such as garbage, rubbish, sweepings and food waste. Health problem may arise since some of the refuse is attractive to insects and rodents. Refuse disposal program should include storage, collection and disposal. The solid waste generated shall have adequate collection, conveyance and disposal facilities and will be disposed along with existing collection and disposal system. Collection containers of about 20 liters capacity fitted with side handles to facilitate handling shall be provided. The location of placing the containers shall be such that it is convenient to use. To avoid odour and accumulation of fly-supporting materials, waste containers should be washed at frequent intervals. Following measures shall be adopted for management of solid waste: Ø Inorganic waste shall be segregated and kept in different heaps as far as possible so

that their further gradation and reuse is facilitated.

Ø Material which can be recycled and reused for the purpose of construction shall be kept in separate heaps from those, which are to be sold or disposed off.

Ø Clearly label all such waste containers with the waste being stored and the date of

generation. Ø Educate employees and sub-contractors on waste storage and disposal procedures.

3.10 Schematic Representation of the Feasibility Drawing which give information of

EIA purpose The Layout Plan of Lower Terminal, Upper Terminal and L-section for the proposed ropeway is given in Figure 3.9, 3.10 and 3.11 respectively.


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FIGURE 3.9 LAYOUT PLAN FOR LOWER TERMINAL


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FIGURE 3.10 LAYOUT PLAN FOR UPPER TERMINAL


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FIGURE 3.11 L-SECTION OF ROPEWAY ALIGNMENT


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4.0 SITE ANALYSIS

4.1 Connectivity The proposed project is well connected by Air, Rail and Road. The details are given in section 3.2. 4.2 Land Form, Land Use and Land Ownership The land requirement for the proposed project is given below.

SL .NO COMPONENT / DESCRIPTION

MOHAL KHASRA NO.

AREA IN PRIVATE

LAND (Sqm)

AREA IN GOVT. LAND (Sqm)

AREA IN FOREST

LAND (Sqm)

TOTAL AREA TO

BE AQUIRED

(in Hectatre)

CLASSIFICATION OF FOREST

LAND

1 TOWER BED JUNGLE RESERVE

BANOI

158 / 1 - - 1950 0-19-50 Jungle Reserve

2 TOWER JUNGLE RESERVE

BANOI

158 / 2 - - 36 0-00-36 Jungle Reserve

3 RIGHT OF WAY JUNGLE RESERVE

BANOI

158 / 3 - - 943 0-09-43 Jungle Reserve


BANOI

160 / 1 - - 72 0-00-72 Gair Mumkin Rasta


BANOI

161 / 1 - - 324 0-03-24 Jungle Reserve


BANOI

162 / 1 - - 40 0-00-40 Jungle Reserve


BANOI

163 / 1 - - 440 0-04-40 Jungle Reserve


BANOI

164 / 1 - - 90 0-00-90 Jungle Reserve


BANOI

168 / 1 - - 3564 0-35-64 Jungle Reserve

10 TOWER MC DHARAMSHALA

33 / 1 - - 36 0-00-36 Jungle Mehfooja Mehduda

11 RIGHT OF WAY MC DHARAMSHALA

33 / 2 - - 516.5 0-05-17 Jungle Mehfooja Mehduda








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457 / 1 - 42 - 0-00-42 Gair Mumkin Sadak


475 / 1 48 - - 0-00-48 Private Land










455 / 1 - - 25 0-00-25 Gair Mumkin Sadak


454 / 1 / 1 - 23.64 - 0-00-24 Gair Mumkin Sadak






402 / 1 103.13 - - 0-01-03 Private Land


401 / 1 38.50 - - 0-00-39 Varaani Avval


400 / 1 63 - - 0-00-63 Private Land


375 / 1 6.08 - - 0-00-06 Private Land


376 / 1 6.75 - - 0-00-7 Private Land


377 / 1 50 - - 0-00-50 Private Land


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378 / 2 61.62 - - 0-00-62 Private Land


379 11.78 - - 0-00-12 Private Land


380 / 1 27.37 - - 0-00-27 Private Land


374 / 1 129.10 - - 0-01-29 Private Land


372 / 1 99 - - 0-00-99 Private Land


4749 / 371 / 1

98.08 - -

0-00-98 Private Land


4748 / 371 / 1

1.5 - - 0-00-02 Private Land


360 / 1 33.88 - - 0-00-34 Private Land


329 / 1 12.75 - - 0-00-13 Private Land


328 / 1 80.25 - - 0-00-80 Private Land


324 / 1 - 89.25 - 0-00-89 Gair Mumkin Sadak


318 / 1 90 - - 0-00-90 Private Land


319 / 1 31.20 - - 0-00-31 Private Land


320 / 1 31.62 - - 0-00-32 Private Land


321 / 1 171.25 - - 0-01-71 Private Land


322 / 1 14.85 - - 0-00-15 Private Land


288 / 1 276.25 - - 0-02-76 Private Land


287 / 1 68.60 - - 0-00-69 Private Land


284 / 1 53.25 - - 0-00-53 Private Land


283 / 1 46.97 - - 0-00-47 Private Land


282 / 1 117.18 - - 0-01-17 Private Land


280 / 1 / 1 15 - - 0-00-15 Private Land


278 / 1 5 - - 0-00-5 Private Land


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578 / 1 - 55.28 - 0-00-55 Gair Mumkin Naali


610 / 1 - 245.9 - 0-02-46 Gair Mumkin Ahaata

59 TOWER STRUCTURE

MC DHARAMSHALA

613 / 1 - 36 - 0-00-36 Gair Mumkin Ahaata




614 / 1 - 59.5 - 0-00-60 Gaur Mumkin Sadak




627 / 1 - 43.88 - 0-00-44 Gair Mumkin Sehan


631 / 1 - 157.5 - 0-01-58 Gair Mumkin Makaan Rihayashi

Ek Manzila


649 / 1 - 17.85 - 0-00-18 Gair Mumkin Sadak




650 / 1 - 260.62 - 0-02-61 Varaani Avval




651 / 1 / 1 - - 10 0-00-10 Jungle Mehfooja Mehduda










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748 / 1 - - 6.82 0-00-07 Gair Mumkin Kuhl


755 / 1 71.75 - - 0-00-72 Private Land


756 / 1 7.98 - - 0-00-08 Private Land


4979 / 771 / 1

- - 77.18 0-00-77 Charagah Darakhtan


770 / 1 26.25 - - 0-00-26 Private Land


759 / 1 19.05 - - 0-00-19 Private Land


760 18.98 - - 0-00-19 Private Land


766 13.65 - - 0-00-14 Private Land


761 35 - - 0-00-35 Private Land


4968 / 762 / 1

12.25 - - 0-00-12 Private Land




974 /1 85.25 - - 0-00-85 Private Land


976 / 1 123.5 - - 0-01-24 Private Land


983 / 1 24 - - 0-00-24 Private Land


998 / 1 19.95 - - 0-00-20 Private Land


997 / 1 9.75 - - 0-00-10 Private Land


984 31.29 - - 0-00-31 Private Land


987 / 1 15 - - 0-00-15 Private Land


982 43.65 - - 0-00-44 Private Land


979 / 1 47.5 - - 0-00-48 Private Land


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981 18 - - 0-00-18 Private Land


980 / 2 17.32 - - 0-00-17 Private Land


4987 / 989

31.88 - - 0-00-32 Private Land


978 58.35 - - 0-00-58 Private Land


956 / 1 7 - - 0-00-07 Private Land


977 / 1 15.83 - - 0-00-16 Private Land


963 / 1 0.75 - - 0-00-01 Private Land


962 / 1 0.4 - - 0-00-01 Private Land


4988 / 989 / 1

15 - - 0-00-15 Private Land


958 / 1 4.02 - - 0-00-04 Private Land


4989 / 990

5.62 - - 0-00-06 Private Land


4990 / 990 / 1

1.05 - - 0-00-01 Private Land


955 / 1 6 - - 0-00-06 Private Land


1418 3.75 - - 0-00-04 Private Land




1410 / 1 26 - - 0-00-26 Private Land


1414 8.2 - - 0-00-08 Private Land


1415 7 - - 0-00-07 Private Land


1420 / 1 15.75 - - 0-00-16 Private Land


1420 / 2 17.46 - - 0-00-17 Private Land


1419 48.3 - - 0-00-48 Private Land


1416 10 - - 0-00-10 Private Land


1417 7.88 - - 0-00-08 Private Land


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1412 7.5 - - 0-00-08 Private Land


1413 5.2 - - 0-00-05 Private Land


1421 / 2 124 - - 0-01-24 Private Land


1424 / 1 11.9 - - 0-00-12 Private Land


1425 / 1 2 - - 0-00-02 Private Land


1422 23 - - 0-00-23 Private Land


1423 / 1 36.15 - - 0-00-36 Private Land


1446 / 1 14.25 - - 0-00-14 Private Land


1436 31 - - 0-00-36 Private Land


1435 / 1 101.25 - - 0-01-01 Private Land


1434 / 1 84.88 - - 0-00-85 Private Land


1433 / 1 73.12 - - 0-00-73 Private Land


1432 / 1 / 1

210.58 - - 0-02-11 Private Land


4795 / 1432 / 1

45 - - 0-00-45 Private Land


1459 / 1 8.4 - - 0-00-08 Private Land


1461 / 1 2.62 - - 0-00-03 Private Land


1462 / 1 4 - - 0-00-04 Private Land


1460 7 - - 0-00-07 Private Land


1463 / 1 4 - - 0-00-04 Private Land


1464 / 1 9.62 - - 0-00-10 Private Land


1499 / 1 - 65.6 - 0-00-66 Gair Mumkin Naali

140 TOWER BED MC DHARAMSHALA



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TOTAL AREA 3528 1953 16958

2-24-38 Hactare

4.3 Topography (along with map)

The ropeway alignment on toposheet is given below


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4.4 Existing Land Use Pattern

The land required for the project is mostly forest.

4.5 Existing Infrastructure The project is located in Dharmshala town hence having all the infrastructure facilities.

4.6 Soil Classification

Sl No Depth (m) Soil Classification Description

1 NSL to 2.5 ML Soil of low plasticity + Bajra 2 2.5 to 4.5 SM - SP Compact soil +Bajri/ Gravel

3 4.5 to 6.25 SP Un graded Sand + Bajri/Gravel/Boulder

4 6.25 to 10 Boulders/Gravel strata

4.7 Climate Data

Dharamshala is a hill station lying on the spur of the Dhauladhar range about 17 kms north- east of Kangra town. This hill station is wooded with oak and conifer trees and snow capped mountains enfold three sides of the town while the valley stretches in front.

Summer season: During summer, the climate is mild and light woollens / cottons are recommended.

Monsoon or Rainy season: From July to mid-September, is the monsoon season, when up to 3000 mm (120 inches) of rain can fall, making Dharamshala one of the wettest places in the state.

Winter season: Winter is followed by a short, pleasant spring till April.

What to wear: Winter: Heavy Woollens. Summer: Light Woollens and tropical.

Minimum Temperature: 16° C (Summer), 6° C (Winter)

Maximum Temperature: 31° C (Summer), 25° C (Winter)


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4.8 Social Infrastructure Available All types of social infrastructure are available at Dharamshala Town.

5.0 PLANNING BRIEF

5.1 Planning Concept

Planning concept is given in Section 2.1 and 2.3 of this report.

5.2 Land Use Planning At present the land use is forest land which will use for non-forest purpose.

5.3 Assessment of Infrastructure Demand For the proposed ropeway project construction of Two Terminal Station i.e. Lower and Upper are required. Thirteen nos of towers is required to support the hauling rope in between.

5.4 Amenities/Facilities Terminal Points: Ropeway Project from Dharamshala and Mcleodganj will have Lower Terminal Point (LTP) near Bus Stand Dharmshala ; Intermediate Terminal point near Dalai Lama Temple and Upper Terminal Point (UTP) near • Bus Stand Parking Mcleodganj Dharamshala and Mcleodganj. The terminal shall have enough space to provide for: (a) Ropeway Terminal & Associated Facilities Ø Ropeway Station- Boarding & de-boarding Ø Parking for ropeway Cabins Ø Ropeway Store Ø Ropeway Workshop Ø Office Ø Account and staff room Ø Generator Room Ø Miscellaneous area

(b) Ticket counters (c) Toilets - Gents / Ladies Toilet (d) Waiting Area - Approach Road (e) Commercial area (f) Cloak Room 6.0 PROPOSED INFRASTRUCTURE

6.1 Industrial Area

For construction of ropeway, a corridor of 10 m throughout the length of proposed ropeway shall be required Terminal Station and Upper Terminal Station. The requirement of total area has been commuted and given below


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The Upper terminal point shall house the small DG set and tension tower for haul rope tensioning is to be placed beyond station area at the back of station. The intermediate Terminal station shall have the boarding and de-boarding area. The operating floor at each station will have an operation floor made of RCC or graded slab as may be required finished with polished kota stone. Ropeway machinery and boarding/ de boarding arrangement shall be placed at operating floor. 6.2 Residential Area This project does not provide any residential facilities.


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6.3 Green Belt The greenbelt will be developed around the terminal buildings which not only functions as landscape but also acts as pollution sink / noise barrier. In addition to augmenting present vegetation, it will also check soil erosion, make the ecosystem more diversified and functionally more stable, make the climate more conducive and restore balance.

6.4 Connectivity As given section 3.2 the project site is well connected. Hence no infrastructure is required for connectivity to the project site. 6.5 Drinking Water Management Water supply during construction and operation will be met from HPIPH. 6.6 Sewerage System

The general toilet blocks at Lower terminal station shall consist of the following: Ø Six Indian style for gents with wash basin,

Ø Six Indian style for ladies with wash basin Ø Twenty urinals.

6.7 Industrial Waste Management This project does not produce any type of industrial waste.

6.8 Solid waste Management

The recommended waste management plan is based upon the principle to reduce the amount of waste for disposal through the development of outline plans for waste avoidance, material re-use and recycling.

Solid Waste / Refuse include many different substances such as garbage, rubbish, sweepings and food waste. Health problem may arise since some of the refuse is attractive to insects and rodents. Refuse disposal program should include storage, collection and disposal. The solid waste generated shall have adequate collection, conveyance and disposal facilities and will be disposed along with existing collection and disposal system. Collection containers of about 20 liters capacity fitted with side handles to facilitate handling shall be provided. The location of placing the containers shall be such that it is convenient to use. To avoid odour and accumulation of fly-supporting materials, waste containers should be washed at frequent intervals. Following measures shall be adopted for management of solid waste: Ø Inorganic waste shall be segregated and kept in different heaps as far as possible so

that their further gradation and reuse is facilitated.


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Ø Material which can be recycled and reused for the purpose of construction shall be kept in separate heaps from those, which are to be sold or disposed off.

Ø Clearly label all such waste containers with the waste being stored and the date of

generation. Ø Educate employees and sub-contractors on waste storage and disposal procedures.

6.9 Power Requirement and Supply/Source The details are given in section 3.8.

7.0 REHABILITATION AND RESETTLEMENT (R & R) PLAN

No resettlement is required for the project.

8.0 PROJECT SCHEDULE AND COST ESTIMATES PROJECT IMPLEMENTATION: The time for completion of the project is expected to be 18 months from the date of 'go ahead' signal given to the agency nominated for carrying out this work. COST ESTIMATE: The estimated cost for proposed ropeway project at Dharmshala is about Rs.144.9 Crore. Detail of cost estimate are given below


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CAPITAL EXPENDITURE AND OPERATIONAL EXPENDITIRE BUDGET - Construction Phase

Amount in Rs.

Lakhs

TOTAL FY 2016 FY 2017 FY

2018 TOTAL Board

Approval Apr-Jun Jul-Sep Oct-Dec Jan-Mar Apr-Jun Jul-Sep Oct-Dec Jan-Mar Apr-

Jun

Salary Costs 10.00

30.00

30.00

40.00

50.00

50.00

50.00

50.00

310.00

Pre-Bid Expenses (Technical Studies & Travel)

30.00

20.00

50.00

Land Cost -Payment to Forest depratment -Deforestion Charges

700.00

700.00 700.00

Administrative Expenses (Travel, Lease Payments, Rent etc)

20.00

30.00

50.00

90.00

90.00

90.00

90.00

90.00

550.00

Vehicle Hirings 5.00

5.00

5.00

5.00

5.00

5.00

5.00

5.00

40.00

Guest House 10.00

6.00

6.00

6.00

6.00

6.00

6.00

6.00

52.00

Project Office 6.00

6.00

6.00

6.00

6.00

6.00

6.00

6.00

48.00

Travel 6.00

6.00

6.00

6.00

6.00

6.00

6.00

6.00

48.00

Consultancy Cost - Approvals & Clearances

-

50.00

50.00

100.00

Consultancy Cost - Detailed Project

10.00 10.00

20.00


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Report

Technology - Capital Expenditure

1,000.00 500.00

3,900.00 5,400.00

5,500.00

Civil Works 420.00

1,700.00

1,650.00

430.00

4,200.00

4,300.00

Power Equipments -

-

50.00

50.00

50.00

50.00

-

200.00

Office Assets 10.00

10.00

10.00

30.00

Project Developemnt Fees - payment to HPIDB

50.00

50.00 100.00

Develop Management Fee

-

TRIL - 20% of total PMC of 5%

11.00 6.00

5.00

18.00

17.00

44.00

-

101.00

TUTPL - 80% of total PMC of 5%

42.00 22.00

19.00

70.00

68.00

175.00

-

396.00

AP-H No Dev Management fees - payable to A.Power -as per current discussions. Bud Provison -1%

Contingency 500.00

500.00

Financing Costs @1.50% of Bank Fund Raise

150.00

150.00

Insurance Costs @1.50% of Project Costs

150.00

150.00

Interest


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Promoters Debentures (@10.5%)

-

-

12.00

12.00

20.00

30.00

41.00

83.00

95.00

293.00

Not Factored in Budget

Bank Debt (@13%) 34.00

64.00

95.00

125.00

158.00

272.00

304.00

1,052.00

Others 3,900.00

Quaterly Cost 50.00

87.00

2,122.00

977.00

772.00

2,156.00

2,147.00

5,117.00

1,062.00

14,490.00

14,400.00

Cumulative Cost 50.00

137.00

2,259.00

3,236.00

4,008.00

6,164.00

8,311.00

13,428.00

14,490.00


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OPERATION & MAINTENANCE OF ROPEWAY SYSTEM: The Operation & Maintenance of the ropeway system shall be carried out in accordance with the recommendation of manufacturer of the equipment such as Gear Box, Motors, Coupling, Control Panels, Carriage, Hangers, Buckets & Haulage ropes etc. This is essential to get the best output of various equipment and to avail the services under guarantee period, if so required. However, ropeway systems manufacturer / supplier shall provide the manual book for carrying out the Operation & Maintenance. The manpower requirement envisaged would be for the purpose of supervision, basic preventive maintenance and breakdown maintenance, accounting and security work for normal and satisfactory maintenance and operation of the ropeway system. Annual expenditure in this regard would be approximately Rs. 147.00 Lac only.

S.No Manpower Proposed During Operation

Operational Costs

Total Annual Costs

1 Project Manager 1 Ropeway 12,00,000.00

12,00,000.00

2 Maintenance Engineer 1 Ropeway 10,00,000.00

10,00,000.00

3 Electric Engineer 1 Ropeway 10,00,000.00

10,00,000.00

4 Mechanical Supervisor 1 Ropeway 8,00,000.00

8,00,000.00

5 Supervisor 1 Ropeway 8,00,000.00

8,00,000.00

6 Security Staff 2 Ropeway 5,00,000.00

10,00,000.00

7 Ticket Checker 2 Ropeway 3,00,000.00

6,00,000.00

8 Electrician 2 Ropeway 5,00,000.00

10,00,000.00

9 Cabin Boys 4 Ropeway 3,00,000.00

12,00,000.00

10 Support Staff 2 Ropeway 3,00,000.00

6,00,000.00

11 Accounts Head 1 Finance & Admin

12,00,000.00

12,00,000.00

12 Accountant 1 Finance & Admin

5,00,000.00

5,00,000.00

13 Admin Head 1 Finance & Admin

8,00,000.00

8,00,000.00

14 Billing/Ticketing Staff 6 Finance & Admin

3,00,000.00

18,00,000.00

15 Store Keeper 1 Finance & Admin

4,00,000.00

4,00,000.00

16 Office Assistant 1 Finance & Admin

3,00,000.00

3,00,000.00

17 Gardner 1 Finance & Admin

3,00,000.00

3,00,000.00

18 Office Boy 1 Finance & Admin

2,00,000.00

2,00,000.00

Total Salary Costs (Per Annum)

147,00,000.00


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The Operation and Maintenance costs of the Ropeway System shall be carried out on Administrative Expenses Like Printing & Stationery, Communication, Travelling, Conveyance, Rentals and Lease Payments, Vehicle Hiring, Repairs and Maintenance, Insurance Premium, all taxes, duties, cess and fees due and payable for O & M, the Average Annual Expenditure would be Rs. 145.80 Lac. Approximately. Sr. No Nature of Expense Per Month Months Annualized

1 Printing & Stationery 20000 12 2,40,000.00 2 Communication 20000 12 2,40,000.00 3 Rentals 100000 12 12,00,000.00

4 Repairs and Maintenance & AMC 30000 12 3,60,000.00

5 Staff Welfare 25000 12 3,00,000.00 6 Professional Fees 50000 12 6,00,000.00 7 Conveyance 25000 12 3,00,000.00 8 Travelling 30000 12 3,60,000.00 9 Insurance 40000 12 4,80,000.00

10 Power & Fuel Charges 500000 12 60,00,000.00 11 Car Running Charges 60000 12 7,20,000.00

12 Lubrication Charges of Ropeways 40000 12 4,80,000.00

13 Consumable & Upkeep Charges 50000 12 6,00,000.00

14 Fire Fighting Equipment 10000 12 1,20,000.00 15 Functions & Festival 10000 12 1,20,000.00 16 Security Charges 50000 12 6,00,000.00 17 Promotional Activities 50000 12 6,00,000.00 18 Interest on Loan 100000 12 12,00,000.00 19 Misc Charges 5000 12 60,000.00

Total Annual Operation Costs 1215000 145,80,000.00

A Part of above Rs.1.00 Cr PA will be paid bi-annually as a Concession Fee to the Government of Himachal Pradesh. Total Annual O & M cost is about Rs 392.80 lakhs.


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FINANCIAL EVALUATION: The equity funding in the project would be spread over a period of 3 years. The equity would be funded by TUTPL and APHL (JV Partner) in the ratio of 74% and 26% respectively.

The project SPV would raise the debt from the lenders based on its cash flows.

Financial Assumptions

Concession Period 40 Years Construction Period 3 Years First Year of Operations 1st April 2018 Base Traffic 11,64,350 Fare on COD 195.00 Traffic Growth Rate (CAGR) 2.50% Fare Growth Rate 5.00% Non - Fare Revenues (Rs. Crore)( 1st Year – FY 2019) 1.00 Interest Rate during Construction 13.00% Interest Rate during Operations 12.00% O & M Expenses (Rs. Crores) 4.00 Equity IRR 18.45%

• The traffic assumptions are based on the findings of the traffic study conducted by V R

Techniche. TRIL appointed the above mentioned agency for the traffic and fare estimation. V R Techniche is one of the best consultants in the country for traffic and fare estimation in the transportation sector.

• CONCESSION FEE OFFERED: The bid parameter is the highest concession fee offered by the bidder. The concession fee is a fixed number and escalates by 5% every year. The concession fee is payable on COD. We propose to offer a concession fee such that the equity IRR of the project is 18%.

9.0 ANALYSIS OF PROPOSAL (Final Recommendations)

The project is being developed in one of the most traffic dense corridors of Himachal Pradesh. The location has strategic and political importance. The location is one of the major tourist destinations in the country. There are a lot of potential upsides in the project like higher than estimated traffic, refinancing of debt after traffic stabilization period, dynamic fare system depending on the traffic, higher returns etc.

dharamshala ropeway limited -...

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