PROJECT REPORT
INTRODUCTION
Rajasthan known as "the land of kings", is the largest state of the Republic of India by area. It is located in the west of India.
It comprises most of the area of the large, inhospitable Thar
Desert, also known as the Great Indian Desert, which parallels the Sutlej-Indus river valley along its international border with
Pakistan to the west. Rajasthan is also bordered by Gujarat to the southwest, Madhya Pradesh to the southeast, Uttar
Pradesh and Haryana to the northeast and punjab to the north. Rajasthan covers 10.4o/o of India, an area of 342,239 square kilometres (132,139 sq mi).
Jaipur is the capital and the largest city of the state. Geographical features include the Thar Desert along north- western Rajasthan and the termination of the Ghaggar River near the archaeological ruins at Kalibanga of the Indus Valley Civilization, which are the oldest in the Indian subcontinent discovered so far.
One of the world's oldest mountain ranges, the Aravalli Range,
cradles the only hill station of Rajasthan, Mount Abu, famous
for Dilwara Temples, a sacred pilgrimage for Jains. Eastern
Rajasthan has the world famous Keoladeo National Park near
Bharatpur, a World Heritage Site known for its bird life. It also
has two national tiger reserves, Sariska Tiger Reserve in Alwar
and Ranthambore.
Rajasthan was formed on 30 March 1949, when the region
known until then as Rajputana, a name adopted by British
government for its dependencies in this region,['] was merged
into the Dominion of India.
Culture
Rajasthan is culturally rich and has artistic and cultural
traditions which reflect the ancient Indian way of life. There is
rich and varied folk culture from villages which is often depicted and is symbolic of the state. Highly cultivated classical music and dance with its own distinct style is part of the cultural tradition of Rajasthan. The music is uncomplicated and songs depict day-to-day relationships and chores, more often focused around fetching water from wells or ponds.
The Ghoomar dance from Udaipur and Kalbeliya dance of laisalmer have gained international recognition. Folk music is a vital part of Rajasthani culture, Kathputli, Bhopa, Chang,
Teratali, Ghindr, Kachchhighori, Tejaji, etc. are the examples of the traditional Rajasthani culture. Folk songs are commonly ballads which relate heroic deeds and love stories; and religious or devotional songs known as bhajans and banis
(often accompanied by musical instruments like dholak, sitar, sarangi etc.) are also sung.
Wildlife protection
Rajasthan is also noted for National Parks and Wildlife
Sanctuaries. There are four national park and wildlife sanctuaries named the Keoladeo National Park of Bharatpur, Sariska Tiger Reserve of AIwar, Ranthambore National Park of
Sawai Madhopur, and Desert National Park of laisalmer.
Ranthambore National Park and Sariska Wildlife Sanctuary are both known worldwide for their tiger population and considered by both wilderness lovers and photographers as the best places in India to spot tigers. At one point, due to poaching and negligence, tigers became extinct at Sariska, but recently 5 tigers have been shifted here. prominent among the wildlife sanctuaries are Mount Abu Sanctuary, Bhensrod Garh
Sanctuary, Darrah Sanctuary, Jaisamand Sanctuary,
Kumbhalgarh Wildlife Sanctuary, Jawahar Sagar sanctuary and
Sita Mata Wildlife Sanctuary.
Economy
Rajasthan's economy is primarily agricultural and pastoral.
Wheat and barley are cultivated over large areas, as are pulses, sugarcane, and oilseeds. Cotton and tobacco are the state's cash crops. Rajasthan is among the largest producers of edible oils in India and the second largest producer of percent. Cairn India is doing the work of exploration and extraction of crude oil in Rajasthan.
Transport
Rajasthan is connected by many national highways. Most renowned being NH 8, which is India's first 4-B lane highway.
Rajasthan also has an inter-city surface transport system both in terms of railways and bus network. All chief cities are connected by air, rail and road.
By Air: There are three main airports at Rajasthan- Jaipur
International Airport, Udaipur Airport, and Jodhpur Airport.
These airports connect Rajasthan with the major cities of India such as Delhi and Mumbai. There are two other airports in
Kota and Jaisalmer, but are not open for commercial/civilian flights yet. Jaisalmer airport is open for civilians but only during season time (from August to March).
By Rail: Rajasthan is connected with the main cities of India by rail. Jaipur, Alwar, Kota, Bikaner, Ajmer, Udaipur, Abu Road and Jodhpur are the principal railway stations in Rajasthan.
Kota City is the only Electrified Section served by three Rajdhani Expresses and trains to all major cities of India.
There is also an international railway, the Thar Express from
Jodhpur to Karachi. However, this is not open to foreign nationals cu rrently.
By Road: Rajasthan is well connected to the main cities of the country including Delhi, Ahmedabad and Indore by State and
National Highways and served by Rajasthan State Road
Transport Corporation (RSRTC) and private operators.
Tourism
Rajasthan attracted 14 percent of total foreign visitors during
2009-2010 which is the fourth highest among Indian states. It is fourth also in Domestic tourist visitors.t3sl Endowed with natural beauty and a great history, tourism is a flourishing industry in Rajasthan. The palaces of Jaipur and Ajmer-
Pushkar, the lakes of Udaipur, the desert forts of Jodhpur,
Taragarh Fort (Star Fort) in Bundi, and Bikaner and Jaisalmer rank among the most preferred destinations in India for many tourists both Indian and foreign. Tourism accounts for eight percent of the state's domestic product. Many old and neglected palaces and forts have been converted into heritage hotels. Tourism has increased employment in the hospitality sector.
Rajasthan is famous for its forts, intricately carved temples, and decorated havelis, which were built by Rajput kings in pre-
Muslim era Rajasthan. Rajasthan's Jaipur Jantar Mantar,
Dilwara Temples, Chittorgarh Fort, Lake Palace, miniature paintings in Bundi, and numerous city palaces and havelis are an important part of the architectural heritage of India. Jaipur, the Pink City, is noted for the ancient houses made of a type of sand stone dominated by a pink hue. In Bundi, maximum houses are painted blue. At Ajmer, the white marble Bara-dari on the Anasagar lake is exquisite. Jain Temples dot Rajasthan from north to south and east to west. Dilwara Temples of
Mount Abu, Ranakpur Temple dedicated to Lord Adinath in Pali District, Jain temples in the fort complexes of Chittor,
Jaisalmer and Kumbhalgarh, Lodurva Jain temples,Mirpur Jain
Temples, Sarun Mata Temple kotputli, Bhandasar and Karni
Mata Temple of Bikaner are some of the best examples.
Districts of Rajasthan
Rajasthan is divided into 33 districts and seven divisions:
Jaipur Division: Jaipur, Alwar, Jhunjhunu, Sikar, Dausa.
Udaipur Division: Udaipur, Banswara, Chittorgarh,
Pratapgarh, Dungarpur, Rajsamand
Ajmer Division: Ajmer, Bhilwara, Nagaur, Tonk.
Jodhpur Division: Barmer, Jaisalmer, Jalore, Jodhpur, pali, Sirohi.
Bikaner Division: Bikaner, Churu, Sri Ganganagar, Hanumangarh.
Kota Division: Baran, Bundi, Jhalawar, Kota.
Bharatpur Division: Bharatpur, Dholpur, Karauli, Sawai
Madhopur. SAWAI MADHOPUR
The city of Sawai Madhopur is known to have a number of beautiful temples nestled in the most exquisite surroundings.
Not only are these temples a buitiful sight to behold but they are also known for having a lot of religious significance.
Sawai Madhopur, Rajasthan, Royal Gateway to Tigers
Nestled in the eastern part of the state, Sawai Madhopur is one of the renowned cities of Rajasthan. It is situated in the capital of the district bearing its own name i.e Sawai Madhopur. The city is mainly famous for its national park which Is known as Ranthambhor National park, Moving in and around the city, you will find it to be a busy commercial town.
It is said that the city was built by an emperor called Sawai
Madho Singhji Deo in the mid 18th century therefore the city got its name
Though the main attraction of the city is the Ranthambhor
National Park, but tourists can also look other interesting places in the district. Some of the well known places are
Khandar Fort, Karauli, Trinetra Ganesh Temple, Sri Mahaveerji
Temple, Siwad, Amareshwar Mahadeo and Chauth Mata
Temple. Apart for all these attractions, people can also go for street exploring the beauty of Sawai Madhopur.
Main Attraction
Ranthambore Fort in Rajasthan
It is the major attraction of the city. Bounded by Vindhyas and
Aravalis, it is a treat to the eyes. The Ranthambore Fort was ruled by the ruler Rao Hamir around 1296 AD. The fort is perfect blend of patriotism, valor and love. It is counted among the top attractions in Sawai Madhopur.
Ranthambhor Ganesh Temple in Rajasthan, Ranthambhor
Ganesh Temple is another prime attraction of the Sawai
Madhopur. Numbers of travelers from different parts of India come to seek blessing of Lord Ganesha. The place has its unique importance in the lives of local people. Rameshwaram Dham in Rajasthan, Rameshwaram Dham offers great peace of mind and pleasure to the heart. Many devotes from different parts of the country come to worship at this Lord- Shiva temple.
Chamatkar Temple in Rajasthan Nestled on the railway station road, the ChamatkarJi Temple is quite popular for many miracles. The meaning of the name ChamatkarJi is the deity who performs mlracles. Generic image used Near By Cities
It is rightly said that beauty is the signature of God not lies with everybody. This beautiful saying suit at the loveliness imposed by a very renowned temple named as Chouth Mata Temple.
Chouth Mata Temple, it is 25 KM from Sawai Madhopur and situated on a hill top near Chouth Ka Barware town is the very famous temple I Sawai Madhopur. So many pilgrims come to seek blessing Goddess Mata Chouth from different part of the State. HOW TO REACH
Sawai Madhopur By Air
Airways: The nearest approachable airport to Sawai Madhopur is Jaipur airport which is well connected with the different parts of the country especially with Delhi, and Mumbai. It is around 180 km away from the center of the Sawai Madhopur city. The airport is also connected with various parts of world.
From there you can take State buses and Private taxi services to reach here.
Sawai Madhopur By Train
The Sawai Madhopur railway station is well connected with all the major cities of the country such as Chennai, Pune, Delhi,
Mumbai, Jaipur, Lucknow, Ahmedabad, Bhopal, Amritsar,
Ernakulam and Dehradun. One will find various types of trains include superfast, passengers as well as express to reach here. Sawai Madhopur By Road sawai Madhopur also has good connectivity with various cities via road. The national highway connects the city with cities like
Delhi, Ajmer, Jodhpur,pushkar as well as Chandigarh . you will find luxurious buses as well as private cabs to reach Sawai Madhopur:.
City Buses, Tempo and autos are available for travel in Jeeps,
Canter and Gypsy are available.
City Distance & Time Ajmer 263 km in 4 hours 3 mins Pushkar 277 km in 4 hours 21 mins Udaipur 387 km in 5 hours 54 mins Bundi 118 km in 2 hours 5 mins Chittorgarh 273 km in 4 hours 19 mins Ja ipu r 146 km in 2 hours 30 mins Ranthambhore 20.0 km in 37 mins Ja isa lme r 725 km in 10 hours 40 mins Jodhpur 437 km in 7 hours 5 m CHOUTH MATA TEMPLE
The Chouth Mata Temple is located at Chouth ka Barwara village 15 to 20 KM away from Sawai Madhopur in Rajasthan.
The temple is situated in a hilly area with an arch at the entrance known as Toran Dwar. The temple is dedicated to
Goddess Chouth Mataji. The Goddess Chouth Mataji murti worshipped in the temple sits on a lion. The murU is made of white marble. There are also a murties of Bhairava and God
Ganesha
One has to climb nearly 700 steps to reach the temple The double storied temple complex with interior made of marble and tile work with divine motifs on a well decorated panel and has a verandah and is typical Rajasthani Mandir with imposing architectural style. White marble was used in its construction the walls, pillars, ceiling and beautiful decorated with intricate designs. In samvat 1428 Shri Bhim Singhji Chauhan was the ruler, who was a staunch believer of Chauth Mataji. One day in his dream
Chauth Mataji guided him to establish her in Barwara in place of Panchala village. Hence Sh. Bhim Singhji Chauhan established the cave temple of Chauth Mataji on the highest mountain of Aravli ranges situated in the west of the village in the month of Buddi Chaturthi Samvat 1451. The village was thus renamed as Chauth Ka Barwada. On the basis of the
Shilalekha's in the year 1682 Shri Tej Singh Rathore got the walls build, which were facing towards the rust in Bhadwa
Shudi Dwadashi, and in the rule of Shri Jawahar Singhji got the statue of Lord Ganesh establish towards the west of
Chauth Mata. Since then this place has been popular as
Chauth Ganesha.
Chauth Mata was the chief goddess of the erstwhile valiant ruler Maharaja Bhim Singh, gives immense benedictions through out the year to all those who discover the place. The Goddess commands wide spread respect. people from different parts of the state and nearby state flock to the temple to have their wishes fulfilled by the divine favours of the Mother Goddess. The temple commands a panoramic beauty.
How to Reach Chauth Mata Temple-Sawai Madhopur
The temple is situated at Chauth ka Barwara village. It is 15
KM away from Sawai Madhopur railway station and is well connected by regular bus services - City Buses, Tempo, autos, Jeeps, Canter etc.
Chouth Mata Cable Car pvt Ltd a SpV of Damodar Ropways &
Infra Limited (DRIL),who is the one of the leading companies in the field of ropeway in India are very keen for installation and operation of passenger ropeway on a BOO basis at Chouth
Mata Temple. The ropeway system would be of best engineering standards in accordance with the relevant IS
Code. The Special Purpose Vehicle (SPV) company in the name of
Chouth Mata Cable Car (P) Ltd. which is specifically incorporated for construction, operation & maintenance of said ropeway only. DRIL will continue to be responsible for installation, O & M of ropeway under this SPV.
The total land for construction of the passenger ropeway like
upper station, lower station, line towers, ropeway line/corridor and approach road to lower station is under forest department.
CMCCPL will acquire total passenger ropeway construction land
from the land owners as per Rajasthan and Forest Act and
Rules. CMCCPL wrote a etter to District collector, District Sawai Madhopur who ls the Licencing Authority as per
Rajasthan Ropeway Act. for setting up a passanger ropeway to
Chouth Mata Temple at Chouth Ka Barwara. TYPES OF ROPEWAY SYSTEMS
Aerial Ropeway is a System in which men or material are either suspended from rope in cabins, chairs, buckets or Tram
Cars and are hauled by rope from one place to another.
Ropeway Systems have been successfully employed for several years in material transport and for transport of passengers in hills, mountains and remote areas. Application of ropeways in urban transport is a cost effective, pollution free and environment friendly solution specially for towns located around hilly terrain.
ADVANTAGES
The main advantages of application of ropeway in transportation are low land requirement, low power requirement and its capacity to negotiate steep gradient. Ropeway will provide the visitors with an opportunity to have a bird's eye view of the area and also to take a glimpse of the beauty of the surrounding area, Lake etc.. Thus ropeway will not only attract the visitors but will also provide an easy mode of transportation, create more time for the visitors to enjoy the beauty of nature.
There are various types of ropeways which are described
below.
A. CONTINUOUSLY CIRCULATING MONOCABLE
ROPEWAY
A Monocable Ropeway System comprises basically an endless
rope which acts both as the carrying as well as the haulage
rope to which a number of carriages are attached at regular
intervals. The carriages circulate around the close system by
continuous carrying-cum-haulage rope. The carriages can be in the form of chairs or gondolas / cabins (enclosed carriers).
Usually the carrying capacity of each carrier varies from 2 to B
passengers. Monocable can be either fixed grip or detachable grip. Again fixed grip ones can be either normal fixed grip with chairs, cabins suspended at regular intervals along the line or pulsated, in which case a group of cabins are placed at regular interva ls. i, z!) , ql LiJ i :< (-J 9 E {I', ; t . :al .. tr-i .z 1J ..si CD rd O Z o . .. 'ln z), i at z- c) :. a) -c" ol :_l IT oz tl-i =E aF tJ) E OJ ) a O >- cf a z (, ztt O c I t! o -) .(-) cn o () E O o.) ac_ !2= Z. .C (J z() z (f f o E - 0- ; I rL o (, IA O xLrl ll- $ii oi ,/.'.' \, .\ \e td i ,+ co (l ').: z O .I {:li i:a \: tr- ,.i z. ..s (-) (-]'D O Ll.J ; CO I t!, :f (-J oL! ii: Monocable Ropeway Systems are deployed on a terrain which has a gentle slope or convex shape of the proflle' The terrain has to be accessible by foot and pathways along the route of the ropeway system. All trees and obstructions below the ropeway alignment have to be cleared for maintaining suitable ground clearance. The height of the ropeway is also limited to enable accessibility to the system for rescue, in case of any unprecedented hazard. Advantages . Continuous transportation system for passengers . Adjustment of speed and number of carriers according to actual requirement. . Flexibility of the system i.e. system can start with a low transport capacity with low initial investment and expansion of capacity as the demand grows by increase of speed / additional carriers or a combination of both. . Boarding and de-boarding operation with carriers stopped or moving at a very slow speed is possible. . Simplicity of operation and maintenance especially for fixed grip Monocable RoPewaYs. Less requirement of space for terminal stations in case of fixed grip system. Constra ints ) Low ground clearance necessitates a large number of trestles which in turn involves removal of obstructions / cutting of trees on the route. > Maintenance of large number of carriers and towers and line trestle equipment. ! System is more sensitive to high winds. )> Spans between the towers are limited. ! Due to limitation of height of carriers from ground, in monocable system it is not possible to cross valleys. B. CONTINUOUSLY CIRCULATING BICABLE ROPEWAY This Ropeway System basically consists of two stationary carrying track ropes and a single endless haulage rope. The track rope supports the carriers and the hauling rope hauls the carriers. At terminal stations, carriers move from track ropes to station rails and passengers board / de-board from carriers. Bicable system like Monocable system be either of fixed or detachable grip type. Advantages ) Theoretically there is no limit to the maximum slope, which cannot be climbed nor is there any limitation in ground clearance from underneath the carrier. ! Higher capacity of transportation Heavier unit load can be carried. Larger spans between trestles possible. a Less maintenance of line trestle equipment. Constraints System Cost higher Rope replacement cost more. ,1a,2!.t aalia':, i3 ICI\ELE ROPE\d',A'Y (9!14!!4-E!5 ) C. JIGBACK SYSTEM i) BTCABLE JTGBACK Such a system has two carrying ropes and one haulage rope with Iarge cabins attached in either direction, attachment being made on diametrically opposite side of the haulage rope. The cabins are always fixed to the haulage rope. While one cabin starts moving from one terminal station to the other terminal station, the other cabin simultaneously starts from the opposite terminal station. Once they reach the opposite terminals, de-boarding & boarding takes place. Then the movement of the ropeway is reversed giving the Jig Back effect. ii) MoNocABLE JTGBACK In this system one endless hauling rope supports and hauls two cabins, one in forward direction and the other in reverse direction between the terminal stations. The cabins are fixed to the rope. Once the cabins reach the terminal stations the movement of the ropeway is reversed' Monocable uses cabins of comparatively lower passenger carrying ca pacity. Advantages Reduced terminal space requirement Cost effective Simplicity of operation and maintenance Constraints D Low transportation capacity SELECTION OF THE SYSTEM On the actual land details ropeway alignment runs gradually upward station. Total length from lower to upper station is 272.00 M (approx) and lower station and upper station are almost visible. Based on the detailed analysis of advantage and constraints of different ropeway systems and keeping the length and the terrain in mind with hourly capacity we have selected a Monocable Pulsated Ropeway system would be the most appropriate for the passenger ropeway both from technical as well as economical point of view. The Pulsated Monocable system is most application for increase and decrease the capacity without disturbing the main system only adjustment of speed and number of cabins according to actual requirements as well as simplicity of operation and maintenance. SYSTEM DESCRIPTION PULSATED MONOCABLE ROPEWAY In a Monocable System, only one rope termed as hauling rope not only supports the cabins but also hauls the cabins. There groups are of cabins with numbers of cabins in each group. Groups of cabins will be equi_spaced on line _ one group at the Lower Terminal, one group at the Upper Terminal and two other groups on the rine one each at the centre on either sides of the line. At the time of starting the passengers at the Lower Terminal enter the Cabins and the Ropeway is started. After accelerating for a while and running at the constant speed by which time, Cabins which were at a Centre reach the two Terminals the Ropeway stops. The boarding and de_boarding of cabins takes place and the process is repeated again and agarn. LIST OF PLANT & EOUIPMENT OF SYSTEM Tentative list of Plant & Equipment for smooth and trouble free operation of the plant. I Haulage Rope 36mm dia, 6/t9 seale, FMC. II. Intermediate trestle complete with Approx. 4 Nos or as required cathead and ladder steelwork after final of design. construction including station front Hold down / Pressure frame Towe rs. III Rope supporting trestle mounts 2 sets per trestle comprising of Sheaves, their support beams and pedestals. IV. Drive Terminal Station complete 1 Set with required mechanical equipments and support structures of steelwork construction. Tension Terminal Station complete l Set with required mechanical equipment equipments and support structures of steel work construction. VI. Ropeway Drive Equipments 1 Set comprising of Drive Sheave, Speed Reduction Units, Electric Motor, diesel engine drive for emergency, Braking Device etc. VII. Hauling rope Tensioning equipment 1 Set comprising of Return Sheave, Tension Gear, Trolley, Counter Weight and Tension Rope etc. VIII Ropeway cabin complete with Grip B Sets and Hanger IX. Telecommunication equipment at 1 Set at each stations Station X Wind speed monitor 1 No. XI. Passenger Rescue System 1 set XII. Standby DG set at drive terminal 1 set suitably rated generator for power fa lu re XIII. Standby DG set for lighting at 1 set Tension Terminal Fire Extinguishers at Stations 2 Nos. one at each stations Note :The figures furnished above are estimated figures and may change after details design. TECHNICAL SPECIFICATION I Genera! All design, Manufacture/Construction will be as per the latest version of Indian Code of practice (IS 5228 & 5229 as relevant). II. Driving Gear One set of Driving Unit of modern design and construction comprising of: a) Heavy main driving sheave of suitable dia of close- grained Cast Steel/M.S. fabricated construction with special Aluminium/Rubber Liner. b, provrcEc 6ll1pt *t$,rlr*fle;ntBl?'h.fr wrth hllvy d) Totally enclosed high speed helical reduction Gear with machine cut teeth and steel shafting running in heavy ball or roller bearing mountings. e) One set of Electro-hydraulic thrustor released and weight operated service brake. 0 One set of weight operated and thrustor released emergency band brake directly operating on drive sheave rim/ brake ring fitted on drive sheave. S) One set of law Clutch with manually operated lever for engagement with diesel engine. h) Main drive Motor with power feed and control d ev ices. i) Suitable rated Diesel Engine for emergency drive of the plant in the event of power failure/ malfunctioning of drive motor. The drive unit is rated for continuous operation and shall conform to the requirements under worst condition of load. III Tension Gear One set of mechanical parts for the automatic tension of the main rope comprising of Retu rn -cu m-Tension sheave of cast steel/fabricated steel construction mounted on ball or roller journal and thrust bearings, trolley mounted on rollers, track for trolley, extra flexible tension ropes, rope sheave, axles and bearings, mild steel tension weight cage and concrete counter weight. IV Trestle Mounts Necessary pail Hexa or Quadruple or Octa mounts consisting of special wheels with synthetic rubber liner of suitable diameter fitted with grease packed ball bearings. The wheels shall be supported on built-up steel double beams which, in turn, shall be pivotally mounted on a special pedestal. V Station Mountings All necessary mounts and single wheel fitted with ball bearings for use on the stations. VI Cabin 4 / 6 Seater Cabins shall be semi-closed and made of tubular or rolled steel / aluminium section in welded construction. Exterior & Interior surface are covered by F.R.P. or aluminium sheet. Cabin hangers are made of rolled steel section carefully welded by jigs and fixtures to avoid distortion. Cabin are suspended from the hanger through hinged or rubber-padded supports. VII Tower The Tower would be constructed of steel & would be either tubulor or lattice structure. VIII Generator Set A stand by Diesel Generator has been provided to run the ropeway at full capacity in case of failure of main electric power. IX Grip Grip mechanism of Cabin is designed to guarantee proper rope gripping under most unfavourable combinations oF circumstances during Ropeway operations. Clamping pressure of grip on the rope is designed to resist sliding motion due to spring pressure and self-weight of cabin on maximum slope with factor of safety as per ISI code. Each grip is equipped with twin jaw or single jaw for rope clamping as per code requirement. X Wire Rope Rope selection is based on accepted norms of Ropeway engineering practice, available standards, manufacturer's code of practice and our experience in designing similar passenger ropeway. Tentatively the rope selected is 36 mm dia 6 x 19 seale construction, FMC conforming to IS 10891/1984. Rope diameter shall be as per IS-Code during final design. XI Auxiliary Drive To operate the drive at slow speed in case of failure of the main power supply or any defect in the Drive Motor, a Diesel Engine shall be provided. The engine is envisaged to operate the system at slow speed in condition like electrical equipment failure etc. XII Steel Work All steelwork is made of rolled steel sections of IS 2062 bolted or welded Fabrication and are in accordance with latest Indian Standards. Structures include all supports, bracings, servrce platform, ladders etc. wherever necessary. XIII Electricals For variable speed of the Ropeway, we have considered DC Drive/AC WVF Drive as prime mover. Electrical system comprises of :- a) Electric Motor of adequate rating suitable for 415V, 3 phase,50Hz. b) Thyristor/Frequency Controller unit of reputed make for stepless speed control of the system fitted with digital display unit indicating amperage, frequency, motor rpm etc. c) Motor Control Centre equipped with incoming ACB, switch fuse unit, push button switches & indicating lamp, meters etc. d) Local push button stations for emergency stoppages. e) PVC insulated, pVC seathed, armoured, aluminium conductor power cables and copper conductor multicore control cables. f) Earthingequlpments. S) Lighting Arrestors XIV Civil Work Civil work conforms to respective Indian Standards. Grade of concrete to be M-15 or M-20 nominal. Only HYSD Bars are to be used as reinforcement as per IS : 1786. Ingredients are mixed by hand or mechanical mixer in volumetric proportion only or design mix as applicable at site & as per design parameters. XV Rescue Arrangement : The Ropeway system would be provided with a rescue arrangement to enable the passengers being evacuated in case of an extreme emergency where cabin are stopped on line. Ladder rescue can generally be adopted for cabins which are stranded close to the ground. Here a light but strong aluminum ladder with a hook at the top is placed in position next to the cabin. An attendant stabilizes the ladder from below while another attendant goes up to open the door and help the passengers to come down. Rope Rescue System involves a winch and lowering rope. A small hand winch is clamped to the nearest towel uphill from the stranded cabin. One attendant climbs the tower and then he "rolls" down to the cabin by means of a carriage which is restrained by a rope attached to the hand winch. Once the attendant reaches the cabin he views the restraining rope through a set of rollers pre- fitted to the cabin. A safety harness is now attached to the end of the rope and individual passengers are lowered to the ground by means of the harness, rope and winch. As mentioned elsewhere the Auxiliary Drive with diesel engine enables the passengers to be evacuated in the event of power failure. XVI Safety Provision : Safety provisions in general is provided in accordance with relevant IS specifications. In this connection provision has been made for safe removal of stranded passengers on line from cabins to ground in case of a brea kdown. Following are provided: i) The Cabin will be provided with door lock which cannot be opened by the passengers. ii) A Diesel engine to drive the ropeway at reduced speed to bring stranded cabins on line to the terminal stations in case of failure of electrical power supply or main motor. A full capacity DG set to continue normal operation in case of main power supply disruption. iii) Line safety is ensured by the provision of : a) Rope derailment detectors b) Rope catchers c) Adequate rope gauge to ensure appropriate clearance even under the worst conditions of lateral swing of cabins as per the relevant codes. iv) Speed Control and stopping of ropeway, if the speed exceeds set limiting speed. v) Anemometer is provided at an appropriate place for wind speed indication with warning and ultimate shutdown capability in case of wind speed exceeding set limit. vi) Provision of limit switches at line trestles and stations to stop ropeway in case of emergency. The safety devices, electrical equipment design and its safety margin, are all as per IS specifications. XVII Painting All equipments and structures are coated with two coat of red oxide primar followed by a coat of synthetic enamel paint. TECHNICAL PARAMETERS SYSTEM Fixed Grip Pulsed Monocable CAPACITY 550 PPH (Designed) 300 PPH (Equipped) SPEED Variable (0 to 3.5 M / Second) LENGTH 272 M [approx.] LEVEL DIFFERENCE 90 M (Approx.) ROPE 36 mm dia, NO. OF GROUPS OF CABIN 4 group NO. OF CABINS PER GROUP 2 Cabins in each group (equipped ) CABIN CAPACITY 4 seater MAIN DRIVE MOTOR 75 KW POWER SUPPLY AT STATION 415v, 3Ph, 50Hz D.G. SET 150 KVA NOTE : The above data may undergo change after detailed Survey and design. RELEVANT SPECIFICATION The proposed System shall be conforming to the relevant Indian Standard Specification i.e. IS 2062 Weldable Structural Steel IS 269 Ordinary & Low Heat portland Cement IS 456 Code of practice for plain & Re-inforced conc. IS 800 Code of practice for the use of structural steel in general building construction. IS 875 Code of practice for structural safety of building, loading standards. IS 1786 Cold worked steel high strength deformed bars for concrete reinforcement. IS 18BB Method of load test on soils. IS 1893 Criteria for earthquake resistant design of structures IS 2309 Code of practice for lighting ]S 3043 Code of practice for earthing. IS 16623 - Pulsated Movement Monocable Aerial Ropeways for transportation of passengers - with fixed Grips - Code of practice for Design & Construction. LAND REOUIREMENT i) Ropeway Upper Station - 3BB Sq. Mtrs. ii) Ropeway Lower Station - 1408 Sq. Mtrs. iii) Ropeway Line / Corridor - 2560 Sq.Mtrs (Ropeway Corridor along the rope - land Required 256 Mtrs. Iong and 10 Mtrs. width) iv) Approach Road for vehcale to the lower station 211.5Sq. Mtrs v) Passage to lower station - B0SSq Mtrs. Total Land required 4648Sq. Mtrs. Total Land 464t Sq. Mtrs.or Say approx. 0.4649 Hectare land SAFETY DRIL, who is controlled to CMCCPL have a unique record of safety and none of ropeway project has suffered any mishap / failure / accident. The ropeway system will be of best engineering standards in accordance with the relevant IS code and in line with Rajasthan Aerial Ropeway Act. Generally all Passenger Ropeways checked by PWD of different States governments where Ropeway is installed for satisfaction that adequate safety measure have been taken in the project as per IS code' Before making it for public use the Ropeway will be thoroughly inspected by PWD, Government of Rajasthan to ensure the' Ropeway is safe for Public use' After getting Clearance certificate/letter from the PWD the commercial operation of the ropeway will commence' ESTIMATED PROJECT COST Rs. in Lakh _ 1) Survey, Soil Investigation and Design 40.00 1) srpptv i) Structu re 80.00 lt ) Mechanical / Ropes 170.00 iii) Elect rical 70.00 iv) Spares / Tools 15.00 3) All Civil Works including Tower Foundation, Stations 230.00 Building 4) Erection, trial testing & commissioning including 75.00 Special Tools & Tackles, Site office infrastructure, Final paints etc. 5) Insurance, Transportation, Overheads etc. 45.00 6) Pre-construction expenses 80.00 (Cost of project land taken from forest and revenue department, Design approval from competent authority, All Statutary clearances including forest, environment etc. land development, Electric connection charges from SEB including cost of transformer, Water connection charges, Follow up etc.) & Enviractonment Management Expenses 7) Financing Cost 15.00 B) Contingency & Escalation during construction 40.00 9) Interest during constructio n 90.00 Total = 95O.OO Above estimate is tentative and based on prevailing market prices of material, labour and petroleum products. Final estimate we may give after detail design. Suitable escalation is to be considered based on the year when the project will be executed. SOURCE OF FUND For the project, loan from Bank/Financial Institution on the basis of debt equity ratio 70 : 30 will be taken. Interest on term loan is taken at t2o/o per annum. PROJECT COST Rs.95O.OO lakh MEANS OF FINANCE Sl.No. Patic u la rs Amount (Rs. in lakh) 01. Term Loan 665.00 02. Capital, Reserves & Own 285.00 Sources Total 9s0.00 PROJECT WORK PLAN Major activities of the project work are as under: F Detailed Survey & Soil / Geo-tech investigation ) Design & Engineering > Supply of ropeway materials including plant & equipments, fabricated structurals, mechanicals, rope, electrica ls etc. F Civil Engineering F Erection F Trial run, Testing & Commissioning > Inspection & safety certification by Ropeway Inspector F Commencement of Commercial operation of ropeway TIME FRAME : It is assessed that the ropeway can be commissioned within a period of 1B to 20 months from the date of getting possession of total project land from various department, all statutory clearances and financial closure whichever is later. OPERATION AND MAINTENANCE INTRODUCTION An assessment oF the operations and maintenance requirements for the Passenger Ropeway has been made so as to elaborate the methodology of working of the system as well as to enable proper financial evaluation of the project. This includes manpower, energy and essential spares to keep the ropeway operational in good safe condition. MANPOWER REQUIREMENT Manpower requirements envisaged are for normal and satisfactory maintenance and safe operation of the ropeway system for the purpose of : L Supervision F Preventive maintenance & Inspection ) Breakdown maintenance P Ticketing P Accounting .- Security The two ropeway terminal stations would be as follows : ) Lower Terminal Statio n ! Upper Terminal Station The Ropeway Lower Terminal Station would be the base terminal and hence the most important one from the traffic point of view. Moreover the Administrative Block of the Ropeway System would be housed at this station. PRINCIPLE OF PROVISION OF STAFF Normal day-to-day operation of the Ropeway would require operating and commercial staff besides supervisors. Technical staff would be required for regular preventive maintenance, inspection and break down attention. Further certain important Non technical staffs, such as Store Keeper, Accountant etc. are also needed. The system being a public transportation system and to meet the statutory and safety requirements; proper maintenance and record keeping would be an important function. As the workload would not be uniform, the provision of staff has been done on the basis of multi-disciplinary capabilities wherever applicable. Thus the staff are being provided in two basic categories only viz. Technical and non-Technical Staff. The Technical staff would cover all operation and maintenance functions, while the non-technical staff would cover all commercial, accounting and stores functions etc. Hence no separate categories of operators as such would be provided. Technical staff would be trained in all aspects of maintenance and also as operators of the ropeway system. Similarly, ticketing staff, storekeeper etc. would be a common category. The Manager and Assistant Manager shall be Engineers from Mechanical and electrical disciplines respectively with a reasonable exposure to electronic control system. STAFF DEPLOYMENT The deployment of Staff based on single shift working per day shall be as follows : a) RbpewaY Running Staff 01. Ropeway Incharge 1 02. Electrical Charge man 1 03, Control Desk Operator 1 04. Cabin/Passenger Handling 4 05. Mechanic / Fitter 1 06. Rigger / Helper (Semi skilled) 1 07. Reliever 1 b) Establishment Staff 01. Accountant / Storekeeper 1 02. Ticket Clerk 1 03 Driver 1 04. Sweepe r-cu m -clea n er 1 05. Gardener/ Office Boy 1 06. Security 6 NOTES : L All Mechanical and Electrical Fitters would be trained to function as Operators and no separate category of Operators is envisaged. II. Financial record keeping and accounts functions would be done by the Manager assisted by the Accountant. III. Security arrangements can also be met from reputed Security Organizations which might be more economical in the long run. Man power cost Manpower cost is the major part of the operation & maintenance cost wherein two types of manpower are involved i,e. O&M Staff and Administrative Staff. Total manpower cost for two shift operation is Rs.50.00 lakh per annum including 40olo towards benefit like P.F. Gratuity, Bonus, Medical, Leave etc.. Fixed Site Overhead Fixed Site Overhead will be Rs.2.08 lakh approx. per month i.e. Rs.25.00 lakh per year which includes (i) House Rent & electricity for Staff (ii) vehicle running cost (iii) telephone, fax, internet etc. (iv) staff welfare (v) stationary, courier etc. (vi) PRO with local groups (vii) gardening & landscaping materials (viii) sweeping and cleaning material (ix) Office expenses (x) entertainment expenses etc. and (xi) Insurance of Plant & Equipment & (xii) workmen compensation insurance etc. Spare & Consumable It is assumed that annual cost of wear & tear spares, repair, lubricants, painting etc. shall be Rs.5.50 lakh (approx.). Passenger Insu rance Insurance cover for 32 passengers (B Nos. cabin and per cabin capacity 4 persons) and sum assured value Rs.5.0 lakh for each passenger. Total assured value Rs.1,60,00,000/- and generally yearly premium is 0.5olo of sum assured value so per year insurance premium Rs.0.B0 lakh. Direct Cost Per year direct cost like Routine Technical Audit, Rope Testing from outside agencyr travelling of Senior Officers from Kolkata, DRIL Office backup & support etc. will be approx. Rs.B.0 lakh per year including Rs.3.00 lakh for environment management expenses and Ropeway inspection charges. Power a) For Ropeway - Motor capacity of the ropeway is 75 KW. Assuming 330 days ropeway running with B hours / day with power and utilization factor of 0.75 anq assume power charge per unit Rs.6.00. So, annual power cost for Ropeway shall be Rs.B.91 lakh. b) For general lighting etc. - Assuming 5 KW power for 350 days with average 6 hours and utilization factor of 0.75 then for annual power cost for general lighting etc. Rs.0.47 lakh AMC Cost AMC cost by the outside agency for D.G. Set and Diesel Engine etc. will be approx. Rs.1.00 lakh. The operating cost indicated here is actual estimated cost and does not include any margin for the contractor operating the ropeway. Table - 2 COST OF OPERATION & MAINTENANCE / PER ANNUM (For one shift of 8 hours) sl. Rs. Subject No. in Lakh Ol, ManpowerCosl 50.oo O2, Fixed Site Overhead 25,OO 03. Consumables, 9pare Replacemenl, 7ools, 5.50 Palnting etc, 04. lnsurance o,80 O5, Power Charges (but on actual) 9.38 O6. AfilC cost by the outside agency 1.OO O7, Direct Cost 8.OO Total Cost = 99,68 Say IOO.OO Note : 01. Major capital expenditure and cost of rope replacement not included in the above expenses. Rope replacement may be required every 4th year and Capital items may be required every 7/B th year. The 02. above cost are to be increased @ 6% lo 71/ro/o per year as an escalation MAINTENANCE SCHEDULE Detailed operation and maintenance instruction manuals covering all aspects of maintenance of the Ropeway System would form an integral part of system documentation. The essential aspects of maintenance are, however, briefly listed below: Preventive maintenance including inspection and attention to cabins, hangers and grips etc. Periodic lubrication at the Stations Routine lubrication at the Stations Regular cleaning at stations to ensure a clean and dust_ free atmosphere. Periodic Inspection, checking and replacement of hauling rope especially the spliced zones. Inspection, citecking, lubrication and replacement if and when required of line components such as line sheaves. Tightening of all station tower bolts periodically. ) Checking of prime mover such as motors, gea rbox, couplings etc. Regular checking of service and emergency brakes. Regular checking of DG set and Diesel Engine. Mock trial of rescue system at periodic intervals. Adequate maintenance spares will be stocked for smooth operation. Special tools & tackles will kept in the workshop PROJECT COST & VIABILITY Cost estimate for the proposed system have been worked out on the basis of prevailing price of Plant and Equipment, construction material and labour cost. Project cost has two components. The cost of Ropeway itself and the cost to provide passenger amenities.. DRIL have collected tourism data from various sources and market survey the average pilgrims flow 12.00 lakhs per year. If it is increased 5olo per year, based on this the total visitor visiting will be around 14.00 lakh in the year 2017 when the ropeway will be expected to be operational. Out of 14.00 lakh visitors it is assumed that 20olo of visitors i,e 2.50 lakh would avail ropeway ride in the first year of operation.. However, in our financial Projection we have considered traffic of 2.50 lakh pilgrims for 1st year and then 5olo increase per year which is quite reasonable. Ticket rate Rs.97/- per round trip excluding all taxes and duties as applicable and will be increased the rate minimum 10olo ever! year to take into account the increase in price of man, material & general inflation with base date as September,2017. No fare will be charged to children upto the age of 3(Three) years and also give 2Oyo discount in the ticket fare to the physically handicapped and infirm pilgrims. EXPENSES The operating cost in the first year is estimated as Rs.:l-OOlacs. This includes the cost of electricity, manpower cost, insurance, spares, tools & tackles, rope, administrative and other charges excluding capital replacement cost like cabins, hangers, gear box etc. Being the religious place no tax on ticket is considered. It is expected that the cost of operation shall escalate @ 77o every year. Cost of capital replacement items is taken Rs' 70'00 lacs in every 7th year of operation, subject to escalation' VIABILITY : price Based on the expected passenger volume and the ticket the revenue and operational expenditure for the 15(fifteen) years of operation ffrom the beginning to commercial operationl are shown in the Project Financial Statement' Installation and Operation of Passenoer RoDewav at Chouth Mata Mandir Constn, YEARS OF COMMERCIAL OPERATION Period 1st Year 2nd Yeat 3rd Year 4th Year sth year 6th year 7th year 8th year gth year 1oth year 11th year 12th year 13th year 14th year 15th year INcorile: 'Rs. in Lac Fbssengers in Lacs 2.50 263 2.76 2.90 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 300 3.00 Ticket Rate in Rs. (for 90% Traffic-General) 97.00 107.00 118.00 130.00 143.00 150.00 150.00 1s0.00 150.00 150.00 150.00 150.00 150.00 150.00 150.00 218.25 253.27 293.11 339.30 386.10 405.00 405.00 405 00 405.00 405.00 405.00 405.00 405.00 405.00 405.00 Ticket Rate in Rs. (10% Traffic - Others) 78.00 86.00 94.00 104.00 114.00 120.00 120 00 120.00 120.00 '120.00 120.00 120.00 120.00 120.00 120.00 19.50 22.62 2s94 30 16 34.20 36.00 36.00 36.00 36.00 36.00 36.00 36.00 36.00 36.00 36.00 Total lncome In Lakhs 275.49 319.05 369.4ti 420.30 441.00 441.00 441.00 441.00 441.0O 441 00 441.00 441.00 441.00 Ml.O0 Expenses '196.73 Operationa, Expenditure 100.00 '107.00 114.49 140 26 150.08 160.59 171.83 183 86 210.50 225.24 1.01 257.88 e apital ltem Rep lacement 70.00 92.00 Other expenses 2.00 2.00 2.00 2.00 2 2.00 200 Total Expenditure 102.00 109.00 116.49 124.50 133.0E 142.26 222.0E 162.59 '173.83 1E5.E6 196.73 212.50 227.24 335.0'l 259.88 GTOSS PROFIT 135.15 166.89 202.56 244.96 287.22 298.74 218.92 278.4-l 267 .17 255 .1 4 242.27 228 50 213.76 1E1.12 lnterest @ 12% 79.80 75.81 67.83 55.86 43 89 15.96 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Depreciation 30 08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30 08 30.08 Protit / Loss befor tax 25 87 61.00 104 65 159 02 213.25 236.74 172.44 248.33 237.O9 225 06 212.19 194.42 183.68 75 9t 151.04 fncome Tax MAT I 31% 5.17 12.20 20.93 31.49 63.11 46.26 72.15 70.79 68.86 66.41 63.44 59.98 27.52 51.61 FroIit after Tax 20.70 48.80 83.72 160.88 173.63 126.62 176.18 '! 66 30 156.20 145.78 134.98 123.70 48.39 99.43 IRR : Project 17% -950.00 130.58 154.69 181 63 213.47 234.85 235.63 172.66 206.26 196.38 186.28 175.86 165.06 153.78 78.47 129.51 +- l -+- PROJECT CASH FLOW-31012018 Installation and Operation of Passenqer Ropewav at Chouth Mata Mandir e Constn. YEARS OF COMMERCIAL OPERATION gth '1 Period 1st Year 2nd Year 3rd Year 4th Year 5th year 6th year 7th year 8th year yearlloth yeadl1th yeai '12th year 1 3th year 14th year sth year SOURCE : Rs. in Lac Promoter's Equity 28s.00 Term Lgan 665.00 1 950.00 l t Profit Before Tax 25.87 61.00 104.65 159.02 213.25 236.74 172.84 248.33 237.09 225.06 212.19 198.42 183.68 75.91 151 .04 I Depreciation 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 30.08 I lnterest @12% 79.80 75.8'1 67 83 55.86 43.89 31.92 15.96 0.00 0.00 0.00 0.00 000 0.00 0.00 000 Total 950.00 135./5 166 89 202.56 244.96 247.22 294.74 218.92 278.41 267.17 255.14 228.50 213.76 ?05.99 141.12 l Uses : Capital expenses t --: l Capital Expenditure in Ropeway lnstallation 950.00 + Payment of lnterest 79.80 -T75.81 67.83 55.86 43.89 31.92 15.96 000 0.00 0.00 0.00 000 0.00 0.00 000 Repayment of Loan 66.50 99.75 99 75 99.75 133.00 133.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Payment of Tax 5.17 20.93 3'1.49 63.'11 46.26 70.79 68 86 66.41 63.44 59.98 51.61 I Total 950.00 114.22 154.51 168.51 1E7.10 196.01 224.O3 195.22 72.15 70.19 6E.66 66.41 63.44 59.98 27.52 --TTFI Surplus/deficit 0 17 53 12.38 14.05 57 86 91.21 70.71 23.70 206.26 196.38 186.28 175.86 165.06 153.78 74.47 129.51 l DSCR 1.15 1.08 1.07 1.31 1.47 1.31 1.12 3.86 3.77 3.71 ______T______t-3.65 3.60 3.56 3.85 3.51 AVERAGE 1.15 1 .'t 1 1.10 1 .'16 1.23 1.25 1.37 1.49 1.59 1.68 1.76 1.82 1.85 1.90 l -+ + 1- --+ _-+-_- I I l +-- i -F- I -_f_-- 1 ,,,,]-- T 1 -- -___- - PROJECT CASH FLOW.31O12018 Installation and Operation of Passenqer Ropeway at Chouth Mata Mandir Constn. YEARS OF COMMERCIAL OPERATION gth Period 1st Year 2nd Year 3rd Year 4th Year sth year 6th year 7th year 8th year year 1oth year 1'lth year 12th year 1 3th yeal 14th year 15th year :Rs. in Lac ) Assels S[6ial tnstattaton 950.00 s19.92 889.84 859.76 829 68 799.60 769.52 739.44 709.36 679.28 649.20 619 12 589.04 558.96 528.88 498 80 Casb & Bank Bal 17.53 29.91 43.96 101.82 193.03 263.74 287.44 493 70 690.08 876 36 1052.22 1217.28 '1371.06 1449.53 1579.04 Total 950.00 931.45 919.75 903.72 931.50 992 63 1033.26 1026.88 1203.06 1369.36 1525.56 1671.34 1806.32 1930.02 1974.41 2077.84 't- Liabilities Promoter's Equity 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285.00 285 00 285 00 285.00 285.00 I Profit & Loss account 20.70 69.50 153.22 280.75 441.63 615.26 741.88 918.06 1084.36 1240.56 1386.34 1521 .32 1645.02 1693 41 1792.84 Term Loan Outstanding 665 00 631.75 565.25 465.50 365.75 266.00 133.00 0.00 0.00 0.00 0.00 0.00 0.do 0.00 0.00 0.00 Total 950.00 937.45 919.75 931.50 992.63 1033.26 1026.EE 1203.06 '1369.36 1525.56 1671.34 1806.32 1930.02 1978.41 2077.84 i ----t-- I I I _t f I -_-,------t-- I -+ ------i-- 1 -__-t t L I 1 ----t- PROJECT CASH FLOW.3IO12018 socro- ECON oMIC SC ENARIO a There will be no displacement or immigration of the human population due to this project. Devotees who are presently climbing the arduous steps, because of health reasons, will get an opportunity to pay their respects to Mata Ji. OId and handicap persons can visit the temple. The Ropeway will provide a quick both way ride which will take the devotees within S(five) minutes approx. to the hill top resulting in enhanced popularity of the Mandir. The Ropeway will boost the local economy when larger number of devotees will visit Chouth Mata Temple. The Ropeway will provide directly and indirectly employment of the local people. The Ropeway will give a boost to the tourism potential. The tour operators of the neighbouring states will include a visit to the Mandir in their itinerary of the Rajasthan circu it. This existing public facilities are sufficient and quality of these faciliiies will enhance with project development. Primary and Secondary Employment Generation which will create positive impact on Quality of Life. Because of the influx of more number of pilgrim/devotees, the local Panchayat and the Mandir trust will benefit which will enable them to provide better services and take up more development activities. AIR & NOISE ENVIRONMENT The system will be operated mainly on Electricity. DG will be used only at the time of Electricity failure. Make of DG will be selected as per the D.G. Act considering Air & Noise Pollution will be as approved by relevant a uthorities. Therefore, no adverse impact due to proposed activity on Air & Noise Environment. WASTE MANAGEMENT a The planning has been done to collect waste at the Bottom and Top Station and to dispose it as per the rule. For this purpose separate staff will be used for removing garbage. To make the whole area garbage free and plastic free dust bins will be located at various accessible points. Maintenance area will not generate any waste, the Oil waste, waste cotton, otd parts all will be collected and disposed of as per relevant Rules. BIOLOGICAL ENVIROMENT No endangered species of flora are found in the forest of hilly terrain of the hill. a No dense forest is surrounded the hill and all time Tourist crowd so none of the single wild fauna is found in the core or buffer zone of study area. Aquatic Flora & Fauna or water body is not present in the core zone of studY area Therefore there is no adverse impact on the terrestrial flora & fauna. About DAMODAR Damodar Ropeways & Infra Limited IDRIL] is one of the leading companies in the field of Passenger Ropeway of India. DRIL have the experience of execution of number of Ropeway Iboth BOOT and Turnkey basis] of different type and systems. Beside Ropeways, DRIL is also engaged in making Coal Handling Plant, Steel Truss Bridges, Rope Suspension Bridge, Heavy Structural Fabrication Works, Multistoried Building etc. Strength of DRIL DRIL has more than 40 qualified engineers. Besides, we have with us other Technical, Commercial & Administrative personnel at our Head Office and various Sites & Branch Offices and a panel of design Consultants who are engaged on a case to case basis depending on specific requirements. List of Passenger Ropeways installed sl. Name of the work Customer's Position No. Name of work 01. Design, supply, erection and Appughar, commissioning of Fixed Grip Mono- New Delhi. Completed cable Ropeway of 645/500 ppH on Build and Operate basis in at Appughar, New Delhi. 02. Design, supply, erection and com- Garhwal -do missioning of one number skilift of 400 Mandal Vikas Sk/hr and Chairlift of 400 ppH with M/s. Nigam Gimar Montaz Mautino of France. Limited, Deh rad u n. 03. Design, manufacturing, supply, Ganapati erection, commissioning and operation Ropeways -do- of Monocable Cabin Lift of 800 ppH at (P) Lrd., Shri Naina Devi Ji. IH.P. Tourisim Projectl 04. Design, manufacturing, supply, erection National and commissioning oF a 650 ppH Council of -do- Pulsated Monocable Ropeway on Build Scie n ce and Operate basis in Science City, Museum, Calcutta. Ca lcutta . sl. Name of the work Customer's Position No. Name of work 05. Design, manufacturing, supply, Urban do erection, testing and com-missioning of Deve lo p me nt Bicable Jig Back Ropeway system & Housing between Deorali Bazar and Civil Depa rtment, Secretariate at Sikkim with M/s. Von Govt. of Roll Tramways Ltd. of Switzerland. Sikkim. 06. Design, Manufacture, Supply, Erection, M/s. RITES Testing & Commissioning of a Limited, -do- passenger ropeway at Trikut Hill, Gurgaon, Deoghar; Jharkhand. Haryana for and on behalf of the Deptt. OF Tourism, Govt. of iharkhand. 07. 800 Passengers per hour Mono-cable Sharda -do- Detachable System for Maa Sharda Prabandha k Devi Temple at Maihar on BOT basis. Samiti, Maihar 08. Design, Manufacture, Supply, Erection, Executive -do- Testing & Commissioning of a single Engineer, Jigback Twin Track Bi-cable passenger Tawang, PW Ropeway system from Tawang D ivis io n, Monestery to Ani-Gumpha. Arunachal Pradesh. CONCLUSION As can be concluded from various financial figures, the Project is viable and shall be profitable from the very first year of operation. It is considered that for a tourism infrastructure development project of this nature Government of Rajasthan are recommended for the initial stages of the ropeway operation Beside ropeway system would lead to :- ! Reduced pollution F Improved environment P Traffic de-congestion ) Energy Conservation > Better Tourism Potential It is expected that once tourists and local people become aware of the thrill and utility of the ropeway system, there would be no looking back and the ropeway system would be self-sustaining.