enclosure-iii- pre-feasibility...

Shri Radha Ropeway at Radha Rani Temple

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M/s Perfact Enviro Solutions Pvt. Ltd.

ENCLOSURE-III- PRE-FEASIBILITY REPORT


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PROJECT DESCRIPTION

With a view to increase its religious tourism, the Department of Tourism, Government of Uttar

Pradesh has identified three sites for development of ropeway facilities as a pilot project. One

of those chosen sites is the Radha Rani temple at Barsana, Mathura.

The ropeway will be built in one phase with its Upper Terminal Point at the west corner of the

Radha Rani temple and the Lower Terminal Point at the forest land on the northern part of

the foothills.

The proposed Development of Ropeway shall be developed at Radha Rani temple, Banaras,

Mathura by Shri Radha Rani Ropeways Pvt. Ltd. The proposed system to be installed will be

Mono-Cable Pulsed Gondola System. The alignment will be 216.241 metres in length with an

elevation difference of 33 metres, covering an area of 14082.61 sqm (including Terminal

Stations, ropeway corridor & Parking Area). The elevation of LTP is 193.0 m & UTP is 226.0 m

above MSL.

Type of Project

The project being an Aerial Ropeway falls under the item 7 (g) of the EIA notification, 2006

and is a designated Project as per Schedule and falls under category A, as Inter-State Boundary

of Rajasthan falls within 5 km and thus, General Conditions Apply.

Project Proponent

Department of Tourism, GoUP is the organization responsible for the development of tourism

destinations, circuits and tourist infrastructure in the state. For the development and

implementation of this project, a Special Purpose Vehicle (SPV) will be incorporated under

the Companies Act, 1956. This SPV will be formed between the Department of Tourism, GoUP

and the Successful Bidder selected through the competitive bidding process. The selected

bidder will be required to design, build, finance, construct and operate & maintain the project

for a specific concession period. UP Tourism has nominated MVDA as the Nodal Agency.

Description of Project Site:

Mathura is widely known as the birth place of Lord Krishna. Located on the western bank on

the River Yamuna, it is regarded as a holy city and religious tourism is its main offering.

According to the oldest Indian epic, the Ramayan in which this city is mentioned, the Ishwaku

prince Shatrughna had slain a demon called Lavanasura and claimed the land. He then named

the lands ‘Madhuvan’ as it was thickly wooded. Later this city was named Madhupura and

eventually came to be known as Mathura.

People from all walks of life visit Mathura to pay homage to the most important deity of the

region in the many temples spread across the city and to be able to have an experience of an


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ancient, holy city. Several people from far off are reflected in the monuments, museums and

galleries in the city

The official figures for tourism footfalls in Barsana, which mainly occurs due to the Radha Rani

Temple, have been provided by the Department of Tourism of Uttar Pradesh as shown below.

These figures were verified through a primary market research carried out at site.

The Radha Rani temple at Barsana is located on top of a hill. Currently, the mode of travel

from the settlement at the foot of the hill to the temple at the top includes either walking up

the 190-200 steps or on a palanquin, which can be costly and time consuming still. Hence,

through the introduction of a competition in terms of transportation facility, 8% of the total

footfalls at Barsana have been assumed to avail the ropeway facility instead of the available

modes.

The base year for footfalls at Barsana have been kept as 2012 after which it has been

increased by the factor of 0.75% and capped at 35 lakhs. At the start of the project, the

utilisation of ropeway has been assumed at 8.50% of the total footfalls at Barsana. This

utilisation will be increased by 1% per annum and will be capped at 16% of the total footfalls

in the following years.

Hence, the following factors were recorded for aid in the process of selection of a ropeway

technology:

• Seasons of visitation and festivals

• Traffic recorded and counted

• Profile of visitors

• Likely ropeway riders

• Proposed ropeway capacity

• Forecast of ropeway riders in years to come

Need/Justification of the Project:

Uttar Pradesh abounds in places of tourist interest. Places of religious, historical,

archaeological and of natural beauty are worth-seeing. It is estimated that nearly 170 million

tourists, both domestic and foreign, visited different places of the State in 2012.

Aimed at promoting religious tourism and providing better transit facilities to pilgrims,

Government of Uttar Pradesh (GoUP) has decided to develop first group of ropeways in the

state. As an added attraction to the tourists, these Passenger Ropeways would be developed

at the following three places through Public Private Partnership mode:

• Radha Rani Temple (Ladlee ji Temple) in Barsana, Mathura in Braj Region.

• Ashtabhuja Temple and Kalikhoh Temple in Mirzapur in Vindhyachal Region.

• Lakshman Pahari in Chitrakoot in Bundelkhand Region.


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In view of the above, Department of Tourism, GoUP appointed the consortium of UDeC Ltd,

IDFC Ltd and Innovest Advisory Services Pvt Ltd as consultant for carrying out necessary

studies, prepare both a feasibility report and a master plan for these three projects involving

establishment of Passenger Ropeways.

Location of the Project Alignment

The ropeway will be built in one phase with its Upper Terminal Point at the west corner of the

Radha Rani temple and the Lower Terminal Point at the forest land on the northern part of

the foothills. The alignment will be 216.241 metres in length with an elevation difference of

33 m.

Figure 1: Location of Barsana


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Figure 2: Proposed Ropeway Alignment at Barsana

The latitude longitude of the site is given below:

Station Latitude Longitude

Terminal T1 (LTP) 27°39'6.13"N 77°22'20.39"E

Terminal T2 (UTP) 27°38'59.60"N 77° 22'21.36"E

Figure 2: Proposed Ropeway Alignment at Barsana


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Figure 2: Topographical Map

Connectivity:

Nearest Railway Station: Chhata Railway Station- 14.49 Km NE

Nearest Airport : Indira Gandhi International Airport – 104.45 km NNW

Nearest Highway: NH44– 5.70 Km NW


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Area Requirement:

The area required for the construction of the terminal stations and line towers would be

about 14082.61 sqm.

The detailed area summary is given below:

LOWER STATION As per the Plans Received

Station Area 300.0. sqm

Passenger waiting area 500.0 sqm

Ropeway Technical Facilities 200.0 sqm

Minimum Passenger Amenities 70.0 sqm

Parking 7419.0 sqm

Total LTP Area-A 8489.0 sqm

UPPER STATION

Station Area 330.0 sqm

Passenger waiting area 1850.0 sqm

Ropeway Technical Facilities 100.0

Minimum Passenger Amenities 70.0 sqm

Total UTP Area-B 2350.0 sqm

ROPEWAY CORRIDOR

Inclined Distance 216.241 m

Width 15 m

Total Ropeway Corridor-C 3243.61 sqm

Total Area (A+B+C) 14082.61 sqm

PROJECT DETAILS

Total

Technology of ropeway Mono-cable Pulsed Gondola system

Length 216.241 m

Elevation difference 33 m

Haulage rope dia 36 mm

Passenger capacity of ropeway 400 PPH during peak hours 50 PPH during normal hours

Trip time 120 secs

Line speed 0.0-5.0 m/sec

No of cabins in line 4 no.

Total no. Of cabins 8

Cabin group Spacing 102.202

Number of towers 2 no.

Power load requirement 415 V

DG sets (back-up power) 1 X 125 KVA at LTP main power 1 x 50 KVA at LTP as rescue motor backup UTP: Nil


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Population Details:

POPULATION

Visitors 400PPH*2 hrs= 800 passengers (peak hour) Normal hours 50 x 8 hrs= 400 Total 1200 passengers per day

Staff for Ropeway & Shops 25

Residents for accommodation 25

Restaurant population 100

TOTAL POPULATION 1350

Alignment Options for Ropeway System at Shri Radha Rani Ropeway

Barsana is a small but densely developed town spread across east to south of the shallow hill.

Now, ropeways are a complicated technology which requires open space to be developed.

Keeping these factors in mind, several alignment options were worked out of which the best

option was selected.

Figure 1: Alignment Options for Ropeway System at Barsana

Alignment 1

This alignment starts with its LTP at an open field belonging to the Forest Department next to

a Hindu Crematorium at the foothills and goes up to the top with the location of UTP on the

western edge of the Radha Rani Temple.


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This alignment traverses over thin forest vegetation and provides for a large parking area at

the bottom near the LTP. It also has an independent access road in which the vehicles can

turn before entering the township of Barsana, and hence avoid further congestion.

Alignment 2

This alignment also traverses over thin forest vegetation while disturbing minimal residential

area of the township. However, its LTP is located on the other side of the hill which is not

widely used by people to arrive at Barsana. The generation of parking space for sufficient

number of vehicles may not be possible at the designated LTP. Execution of a Ropeway project

at this location may not be a financially attractive proposal for prospective investors.

Alignment 3

This is the most natural alignment to the stairway to the Radha Rani Temple. However, it

traverses over a thickly populated area which will pose constraints of land acquisition for

generation of LTP as well as locating the towers for the ropeway. Rescue operations would

also be difficult in this alignment.

Selected Alignment:

Considering the pros and cons the three given alignments and the immediate requirement

in the region as per the visiting tourists, Alignment No. 1 is considered as most suitable for

the following reasons:

• The alignment is clear of any urban habitat in its corridor

• The lower terminal provides adequately large space for parking of the vehicles of

visitors to the temple

• The approach to the site offers an alternate access system which will not burden the

existing congested areas of Barsana.

• It is the closest location to the existing stairway to the Radha Rani Temple, thereby

maintaining its attractiveness as an alternate mode of travel and ensuring better

financial viability of the ropeway project.

It is logical to place the LTP in the open parcel of land towards the north-west of the hillock.

This will avoid any need restructuring of the constructed buildings and help in preserving the

local charm of the city.


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Alignment 1

Figure 4: Selected Alignment for Ropeway

Figure 5: Elevation Profile for the Proposed Ropeway


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Proposed Ropeway Layout Section

Alignment of the proposed Ropeway System at Barsana

CLIENTTITLE:

0

NOTES-:

SURVEY CONSULTANTS-:

SAKSHI PROJET CONSULTANCYPLOT NO-56,2nd FLOOR (FRONT SIDE)SHAKTI KHAND -III INDIRAPURAM GHAZIABAD(201014)

DO NOT MODIFY OR

ALTER/ASK IN CASE

OF DOUBTSCALE - DATE -25 MAY 2014

BASE

PARAMETERS

L-SECTION

LOWER

TERMINAL

UPPER

TERMINAL

CHAINAGE

LS:RL

LS:GRADIENT

T1/4.88

-8/-8

T2/15

-6/-6

T4/6.47

+10/+10

Horinontal Distance 253.989 Mtr.

Elevetion Difference 65.0000 Mtr.

Inclined Distance 263.724 Mtr.

Lower Terminal Area 300.000 Sq.Mtr.

Upper Terminal Area 330.000 Sq.Mtr.

Ropeway corridor 3955.86 Sq.Mtr.Width 15.000 Mtr.

T3/15

-8/-8


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The proposed project components can be divided into those located at Lower Station and Upper Station. The details are given as under.

Lower Terminal

• Lower Terminal Station (LTP): The lower terminal station shall be a structural shed,

which will house all ropeway drive machinery. Under-part of the shed will provide the

foundation for ropeway structure. The shed height shall be as per industries norms

and the same shall be open from all sides for better visibility.

• Control Room: It will house the control panel for operation of the ropeway. This shall

be located inside the terminal station building. The control room has glass on all sides

to provide uninterrupted view to the operator; of the cabins movement and

passengers boarding and de-boarding.

• Workshop: A small workshop will be provided at the lower station to facilitate the

ropeway crew to undertake repairs and other associated work of the ropeway parts.

The workshop is normally provided next to spare parts room and can be located inside

or outside the terminal station.

• Spares Stock Room: Ropeways use special parts and some parts are specific to the

plant. The plant therefore houses sufficient quantity of such spares and other off-the-

shelf spares as inventory to undertake any repair. These spares are stored in a fully

closed room. The spare parts room is normally located next to Work shop.

• Guard Room: The plant has to be protected against any theft or mischief during the

silent hour and patrolling guards shall be deployed for the same. Guards are also

needed for crowd control during operational time. A guard room is therefore provided

in the station area.

• Ticket Booth: Ticketing booth is located adjacent to station perimeter near the

entrance gate. As the name suggest, it is used to dispense manual/computerised ticket

of the ropeway to visitors. It is normally built solid with small window for transaction

and inside lockable door, as the space has fair amount of cash money.

• Drinking Water Fountains: Drinking water fountains shall be scattered all over the

station area. The water is fed from overhead tank or pressurised feed line, which is

processed by either individual or central Reverse Osmosis (RO) plant. The water is

cooled in the electrically operated coolers during summer time for passenger comfort.

If the municipality water supply is not available in the area, the ropeway company

should be allowed to make a bore well in the station premises.

• Toilet Block: Clean toilets are a national requirement and ropeway station is capable

of proving the same. The proposed toilet block for male and female passengers should

be established in the station block. The male block should have 3 urinals and two


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latrines; whereas the female block should have 4 Indian latrines with auto flush facility.

The common area should have a combined wash space with three wash basins in each

block. The entire toilet and wash block for men and women should be provided clad

with ceramic tiles to maintain spotless cleanliness. The block should also have good

ventilation system to keep bad odour away. The discharge of these blocks can go to

an underground bacterial septic tank and its processed outlet water may be used for

watering the garden plants.

• Landscaping: The ropeway company should undertake minor landscaping of area

surrounding the station building to add to the greenery as well beauty of the place.

• Parking Space: The ropeway company should undertake development of full or part

construction of parking space with concrete-tiled finish, which should be sufficient for

over 500 standard cars. It should be paid parking and the area should be properly

marked for systematic movement of the vehicles.

• Staff Welfare, Dining and Rest Room: The ropeway company should provide a small

but well-appointed room as staff entertainment, welfare and dining facility. It is quite

possible that during the tourist season, the ropeway may need to operate for 18 hours

daily. This will lead to requirement of a place for staff to relax while on duty or take

breaks between their shifts, so as to be able to maintain their utmost performance.

• Transformer Room: Since the lower station will house all the power machinery, the

ropeway company can install combination of GODO pole with transformer or can

house the transformer with gang switches in designated transformer room.

• First Aid Room: The lower station shall have one small but equipped first aid room for

passengers and the staff, in case of any eventuality.

• Diesel Generator Room/Shed: A room housing for the diesel generator would be

provided with a tall stack to conform to the Pollution Control Board norms. Or else,

the generator may be an outdoor type with an acoustic housing.

Upper Terminal

• Upper Terminal Station (UTP): Upper Terminal Station will be minimal structural shed

and shall house the necessary tension device and just enough place to accommodate

the boarding and de-boarding platform. The entire station will be enclosed in chain

link fencing for safety, security and passenger management. The equipment

foundation shall be the floor area of the station. No miscellaneous facilities are

envisaged due to the proximity of the temple.

• Ticket Booth: A small ticket booth shall be provided, which will serve the dual purpose

of return ticket check as well fresh issue of one-way return ticket to those passenger,

who wish to avail ropeway ride only for their return trip.


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• Guard Room: A Guard room shall be provided for security of the plant during non-

working hours and silent hours.

• Drinking Water Fountains: As part of essential passenger amenities, drinking water

fountains and water coolers will be provided at Upper Station for passengers. Toilet

block shall not be provided as the temple is located in proximity.

• Rescue Gear Storage Lockers: Upper station traditionally houses the rescue gear for

rescuing the passengers from the stranded cabins in event of any eventuality. The

rescuers move with the gravity from top to bottom and therefore the rescue gear,

including the rescue chair is stored at upper station in two large lockers. These lockers

are part of upper station shed and no extra space is needed.

Proposed Ropeway System Technology

From the analysis of the terrain on rising hill contour between stations and also the design system capacities being recommended, i.e. 400 Persons Per Hour (PPH), the following considerations have been made:

A. Fixed Grip Gondola system is ruled out because of the following reasons:

i. Boarding/de-boarding needs to be carried out when the system is on. This would

lead to serious problems, particularly in the case of elderly persons and children.

ii. Being fixed grip system, the ropeway will run at low speeds. Hence, considering

the length of the ropeway and the recommended capacity, large number of

cabins would need to be installed.

B. Detachable Grip Gondola system is not recommended as the ropeway alignment

and the capacity does not ideally warrant for such a system.

C. Jig Back system is ruled out because of the following reasons:

i. Capacity of the cabin will be high (about 25 passengers) for such a system

considering the length of the ropeway.

ii. Even with the high speed and high cabin capacity the ropeway capacity could be

met, but it might require a bi-cable ropeway and would be expensive.

D. Mono-cable Pulsated System is felt in order because of the following reasons:

i. It will be a fixed grip mono cable system.

ii. Cost will be low as compared to mono cable detachable system.

iii. Boarding/de-boarding from the system can be done at dead stop condition.

iv. Length & capacity is ideal for Pulsed Gondola system.

v. Cabin / Gondola capacity of 4/6 passengers would serve the purpose.

vi. Introduction of Independent rescue system would allow a Mono-cable ropeway

system to be introduced in this alignment. It would be a less expensive system.


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Based on the above, it is therefore recommended the use of the following ropeway system:

Name of the Alignment Ropeway System

Passenger Ropeway System between Horticulture Bagh to Radha Rani Temple at Barsana, Uttar Pradesh, India

Mono-cable Pulsed Gondola system

vii. The flexibility will however be allowed for the promoter of the ropeway to used fixed

grip slow speed circulating system as well.

System Description: Monocable Fixed Grip Pulsated Gondola System

In a Mono-cable system, only one rope termed as hauling rope is responsible for supporting

the weight of cabins along with passengers as well hauling the cabins. In this system, one

cabin or a group of cabins on either side of the line are attached to the hauling rope and the

cabins do not get detached from the rope at terminal stations. Functioning of the system is

as follows:

While one group of cabins starts moving from one terminal station to other terminal station,

the other group of cabins simultaneously starts from opposite terminal station. Once they

reach the opposite terminal stations, cabins stop and boarding & de-boarding of passengers

take place.

The System proposed has 4 groups of cabins. In each group there are 2 numbers cabin and

Boarding & de-boarding will be at the Drive Station only no boarding & de-boarding at the

end point, cabins will be go around the return sheave and return back to Drive Station. In the

‘Starting Mode’ first group is stationed in the Drive station and another in the end point

(Return Station). Once the ropeway starts operation, the cabins of both stations moving at a

constant speed in opposite direction and cabins will reach to the opposite terminal. The

boarding & de-boarding of cabins takes place and the process is repeated again and again.

TECHNICAL DATA

Technical Specifications

S. No. Item Parameters

1. System Mono-cable Pulsed Gondola system

2. Direction of operation Clockwise

3. Design Capacity, Persons Per Hour (PPH)

400 PPH during peak hours

50 PPH during normal hours

4. Line speed, m/sec 0.0 -5.0

5. Horizontal distance (m) 204.405

6. Vertical rise (m) 33


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Technical Specifications

S. No. Item Parameters

7. Inclined length, m 216.241

8. Cabin capacity, seater 4

9. Alignment Straight

10. Line gauge, m 4.4 or more

11. Cabin Group spacing, m 102.202

12. No of cabins in line 4

13. No of cabins in stations 4

14. Total no. of cabins 8

15. Type of cabin Fully enclosed cabin with lockable door, fabricated from Aluminium and Magnesium

Alloy Section and sheeting duly painted

16. Travel time one way, sec 120

17. Rope 36mm, 6x19 Langs Lay, PP Core, 1770 Grade

18. Location of Tension system Lower station

19. Type of Tension System Hydraulic

20. Value of Tension 19.0 tons

21. Location of Drive gears Lower station

22. Main drive motor, HP 60

23. Engine drive for emergency, HP 20, Automotive engine with integral clutch

24. Line Rescue System Vertical by ladder, safety belt and Independent arrangement

25. Stand by D.G. set @ Lower station, KVA

1 X 125 KVA at LTP main power 1 x 50 KVA at LTP as rescue motor backup

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

Nil

27. Power supply at Lower and Upper Station

415V, 50 Cycles, 3 Phase by SEB

28. Ambient temp 0° C min and 47 ° C max

29. Relevant standard IS 5228

ROPEWAY EQUIPMENT

1. System : Mono-cable Fixed grip


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2. Haulage Rope : 36 mm Dia, 6x19 Langs

Lay, PP Core, 1770

Grade

3. Intermediate trestle complete cathead and ladder of

steel construction including station front Hold down/

Pressure frame towers

: Approx. 2 Nos. (as

required after final

design shall be

provided)

4. Rope supporting trestle mounts comprising of sheaves,

their support beams and pedestals

: 2 sets per trestle.

5. Drive Station complete with required mechanical

equipment and support structures of steelwork

construction

: 1 Set

6. Return Station complete with required mechanical

equipment and support structures of steel work

construction

: 1 Set

7. Ropeway Drive Equipment comprising of Drive Sheave,

Speed Reduction Units, Electric Motor, diesel engine

drive for emergency, Braking Device etc

: 1 Set

8. Hauling rope Tensioning equipment comprising of

Return Sheave, Tension Gear, Trolley, Counter Weight

and Tension Rope etc

: 1 Set

9. Ropeway cabin complete with Grip and Hanger : 6 nos.

10. Wind speed monitor : 1 No.

11. Communication System : 2 sets

12. Passenger Rescue System : 2 set

13. Fire Extinguishers Dry Powder at Stations : 8 Nos.


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ENVIRONMENT MANAGEMENT PLAN

Land Environment:

Construction phase:

The proposed ropeway shall be developed from LTP at the forest land on the northern part

of the foothills to UTP at the west corner of the Radha Rani Temple. There will be continuous

ropeway line from LTP to UTP.

About 9000 sq. m (0.90 ha) of area of forest land will be required. This activity will be carried

out as per the guidelines of the Forest (Conservation) Act, 1980. The permission for the same

has already been applied and it is awaited. The diversion of forest land will be required for

construction of terminal stations, and line towers along the corridor. Felling of trees is

required only for construction of pillars and for the same 25 number of trees shall be felled.

However, compensatory afforestation shall be done in the ratio of 1:10. Permission for the

same has been obtained.

Operation Phase:

Although no major impact on land is envisaged during the operation phase, proper collection

shall be taken care for no disposal of solid or hazardous waste & wastewater on land.

Air Environment

Construction phase:

During the construction activities for the proposed terminal stations there will be fugitive

emission such as particulate emission etc. on small scale. Water sprinkling shall be done to

mitigate the impacts of dust generation.

The particulate emissions will be minimal and short term in nature. For the construction of

line towers, the generation of the dust will be low as compared to the construction of terminal

stations. Moreover, the dust generated during the construction phase will be considerably

reduced due to localized meteorological conditions.

Operation Phase:

The operation of the proposed ropeway will not involve major air emissions. Ropeway

operation is an environment friendly non-polluting transport system.


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DG set of 1 x 125 KVA for main power and 1x50 KVA for rescue motor backup are proposed

located at LTP. No DG sets are proposed at UTP. These D.G. Sets will be provided with proper

stack height as per the CPCB norms.

As per the specifications from D.G. Set manufacturer, the emissions rates that shall be

maintained are given in Table below:

D. G. Set. Capacity

No. PM gm/kw-hr

NOx gm/kw-hr

SO2

gm/kw-hr CO gm/kw-hr

50 KVA 1 0.3 9.2 1.3 3.5

125 KVA 1 0.3 9.2 1.3 3.5

The impact of pollutants such as SO2, NOx and CO mainly released from D.G sets and their

concentration & impact will be very negligible and of short term duration.

The system will be operated mainly on electricity provided by Grid. DG sets will be used as a

stand-by only at the time of power failure.

Noise Environment

Construction Phase:

The noise emission sources during construction phase will include construction machineries/

equipment to be employed at site.

The management measures for noise & vibration control are as follows:

▪ Standard methods and machinery shall be used.

▪ Job rotation and provision of earmuffs to the workers in high noise areas.

▪ Vehicles used in transportation of construction material will be kept fully covered & will

be PUC certified.

▪ DG set shall be installed with adequate stack height to avoid concentration of emissions

on ground and shall be bought acoustically enclosed.

Operation Phase:

DG set of 1 x 125 KVA for main power and 1x50 KVA for rescue motor backup are proposed

located at LTP. No DG sets are proposed at UTP. Acoustically enclosed DG Sets will be bought

and installed at LTP.

The noise & vibration management measures are discussed below:

• Noise free and less air pollution emitting, acoustically enclosed DG Sets, approved by the

CPCB will be bought and installed.

• The system will be operated mainly on electricity provided by Grid. DG sets will be used

as a stand-by only at the time of power failure. DG sets shall be installed on proper

vibration pads to avoid vibration impacts.


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• The noise pollution due to operation of DG set can be controlled by installation of silent

cowling to a value of 65 dB (A).

The normal ropeway operations are always lower than 50 dB (A) of noise level. Proper

maintenance of the ropeway during the operational phase will be done to ensure low or no

noise and environmental impacts.

Water Environment

Construction Phase:

Approx. 50 Local labors will be preferably employed. During construction Phase, water will

mainly be required for ropeway development, dust suppression & human consumption. It is

estimated that around 5 KLD of water shall be required. The waste water generated shall be

disposed off in septic tank via soak pit.

Operation Phase:

The total water requirement has been estimated as 28 KLD as per detailed below and the

source will be municipal supply. Water shall be used mainly for accommodation purposes for

residents, flushing, drinking, hand washing & horticulture purposes. Total quantity of waste

water generation has been estimated to be 16 KLD. The generation of total waste water shall

be disposed in 2 number of soak pits via septic tank.

Water Management

S. No.

Population Factor

(lpcd) Water Requirement (in KLD)

Waste water (in KLD)

Total water requirement

Domestic Flushing

1. Visitors 1200 6 7 2 (1KLD for

hand washing and

1 KLD for drinking

purposes)

5

2. Staff 25 45 1 0.3 0.7

3. Residents in Accommodation facility

25 135 3 2 1

4. Restaurant & café population

100 70 7 2 5


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Sub Total

18 KLD (Domestic: 6.3 KLD, Flushing: 11.7 KLD)

Domestic: 4 Flushing: 11.7 KLD Total waste water generated= 16 KLD

3. Gardening

10 KLD NIL

Total 1350 28 KLD 16 KLD

WATER BALANCE


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Storm Water Management

Maximum collection of rain water shall be done and the stored water shall be reused

wherever possible. Proper channelization for the collection of the same shall be done.

Garland drains are proposed around the pillars/towers to ensure the proper drainage of the

storm water and to prevent disturbance to the drainage pattern of the area.

Solid Waste Management

During Construction Phase: Wastes which are likely to be generated during the construction

of towers and terminals include the following:

Construction and Demolition Waste: Construction and demolition material may contain a

mixture of inert and non-inert material. Construction and demolition materials arising from

the construction may include waste timber formwork, spent concrete and cement screening,

and material and equipment wrappings.

Excavated materials: Since the sites for terminal stations and line towers comprise over

overburden material extending up to 5 - 8 m in depth, the foundations will have to be taken

up to the bedrock to impart stability and will involve excavation works. However, the

excavated overburden will be used for filling and will be compacted.

Chemical Wastes: Plant and vehicle servicing will likely be the primary source of chemical

wastes during the construction period. The majority of chemical waste produced is therefore

expected to consist of waste oils and solvents. However, volumes are expected to be less than

approximately 20 litres a month.

Municipal Waste: Workers engaged during construction phase will generate municipal

wastes such as food wastes, packaging and wastepaper. The waste from labour tents would

be mainly household domestic waste.

Operation Phase: During operation phase, solid waste will be generated by ropeway users,

employee, etc. The estimates of the solid waste generated from the proposed project have

been shown in table below:


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Type of Waste Colour of Bin

Category Disposal Method Total Waste (kg/day)

Organic Waste Green Bio-degradable

The waste will be treated in Organic Waste Convertor

and converted into compost

147

Recyclable Waste Blue Recyclable Collected and given to approved recycler

63

Total Waste

210 kg/ day

The above table indicates that the total 210 Kg/day of waste will be generated due to the

proposed development. The waste oil generated from D.G sets will be sent to authorize

hazardous waste disposal authority.

Technology of Organic Waste Convertor Salient Features

• Quick waste disposal solution

• Easy to operate, fast, takes very less space and makes waste odour free.

• APT for Household, Industrial canteen, Restaurants, Temples, Markets, Large housing

complex

• Organic Waste Converter uses bio-culture to decompose waste into black manure

• It helps maintain hygiene and create cleaner, greener and healthier environment.

Process Description for Organic Waste Converter Machine System

• The segregated organic waste is bio-mechanically treated in the Organic Waste

Converter Machine.

• Waste is homogenizing with bio-culture and organic media. The coarse wastes are

shredded prior to feeding into OWC machine. Leachate is also controlled during

homogenization process.

• The output from Machine is raw compost which is uniform in colour and soil

structured coarse powder, and also free of bad odour.

• The Organic Waste Converter operates in batch cycle of about 15-20 minutes. The

waste treated in Converter machine accelerates the composting cycle.


42


• The raw compost is placed into compost curing system & moisture is controlled by

using fogging system.

• The raw compost is bio-converted matured compost, in about 10-15 days of curing

period.

• The matured compost can be utilized for gardening etc.

Process flow chart

Ecological Environment

The alignment partially falls within a Forest land for development of terminal stations & line

towers. About 9000 sq m (0.90 ha) of area of forest land will be required. This activity will be

carried out as per the guidelines of the Forest (Conservation) Act, 1980. The permission for

the same has already been applied and it is awaited.

Felling of trees is required only for construction of pillars and for the same 25 number of

trees shall be felled. However, compensatory afforestation shall be done in the ratio of 1:10.

Permission for the same has been obtained.

Socio Economic Scenario

There will be no displacement or immigration of the human population due to the proposed

project. Elderly, children and disabled people, who have to climb the arduous steps, will be

able to take safe and convenient travel to the holy place. Provide direct and indirect

ORGANIC WASTE

WASTE TREATMENT

15 MIN

RAW COMPOST

COMPOST CURING SYSTEM

COMPOST (IN 2 WEEKS)

KITCHEN GARDEN/LANDSCAPING

APPLICATION OF COMPOST


43


employment opportunities to the local people. Enhance visitor experience and boost tourism

in the region.

The impacts expected due to the proposed project during construction and operation phase

are detailed out below:

Positive Impacts

Job opportunity: Construction phase will generate jobs that relate to unskilled, semi skilled

as well as skilled labour category. Employment may be provided to suitable locals considering

their skill set. The ropeway construction requires high skill set and labour from outside may

be required. However, for construction of buildings, accommodation facilities, local labour

will be given preference.

Additional Services: There will be an additional demand for the related services that will

provide alternative income generation avenues to the locals.

Negative Impacts

Population Influx: Although the Radha Rani temple is already a known tourism destination,

its development would create an additional influx of tourists in to the region. This will force

an additional pressure on the local infrastructure and space but are hoped to be taken care

of by augmenting such infrastructure with the development of the project.

Negligible Impacts

Demography: During construction phase, limited number of work force from outside the

surrounding areas may come. However, that will be temporary in nature and therefore it will

cause only a temporary change in the local demography.

Culture and Heritage: The ropeway project is conceived keeping in mind the convenience of

pilgrims visiting Radha Rani temple. The proposed project aims at boosting the religious

tourism in the area and thus, no significant impact is expected on the culture and heritage

of the area.

Displacement: The proposed project does not involve any resettlement/rehabilitation

issues.


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SAFETY AND RESCUE PLAN

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:

• cabins, hangers and grips etc shall be done.

• Periodic lubrication at the Stations shall be done.

• 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, checking, 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, gearbox, 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 have kept in the workshop.

Safety Plan

The proposed ropeway is short and maximum degree of elevation is less than 30 degrees. Safe profiling of the system will result in cabins at less than 20 meters from the ground profile.

The ropeway technology is fixed grip and hence the issue of grip slipping does not arise. The

grips of the ropeway shall be shifted once in three months to a new location to allow the rope

to breathe and revert into its original condition. The health and condition monitoring of the

rope and Ultra Testing of all load bearing components will be carried out annually. The drive

and return terminal rotating components will undergo vibration testing and recording for

generation of failure trend.

The ropeway, therefore, is unlikely to meet with any incident or accident, if maintained

properly as per the manufacturer recommendation.

Some of short term failure and their mitigation are as enumerated below:

Power Failure: In the event of main electrical power failure and cabins with passenger on

rope line, the ropeway will restore motion by starting and taking on load the full capacity

Diesel Generator. The ropeway can and will continue commercial operation on Diesel

Generator.


45


Main Gear Box Failure: In the event of main gear box failure or allied power transmission

system, the emergency drive (Diesel engine or Hydraulic Motor or Electrical Motor) can be

coupled with main girth gear which is hard coupled to main drive sheave. These prime movers

are aimed at operating the ropeway at speeds less than 1m/s and bring back the stranded

passengers in the cabin back to nearest terminal station. These auxiliary drives are not

intended for continuation of commercial operation.

Before making it for public use the ropeway project shall be thoroughly inspected to ensure

the ropeway project is safe for public use. After getting clearance certificate, the commercial

operation of the ropeway would be able to commence.

Safety Measures

• Strict adherence of ropeway manufacturers’ maintenance routine shall be complied

with. The routine undertaken shall be recorded in maintenance register with

description of routine and the person undertaking routine shall be indicated clearly.

• The ropeway shall logically undertake two shut down routines during lean season. One

shut down for about 3-5 days will be taken as Half Yearly Shut Down. 7-10 days of shut

down will be taken once in year as Annual Maintenance Shut Down. The shutdown

schedule shall be intimated to district administration as well displayed at prominent

location of ropeway premises for the visitors.

• The ropeway operator will undertake rope testing through magnetograph to ascertain

thickness of the rope and broken wires. IS standard being to be followed in

determining residual life of rope and decision to replace the rope. The rope shall be

immediately changed and no commercial operation shall be permitted, if the strands

have collapsed and touching each other; also known as “dead rope”.

• All load bearing pins and shaft and critical components as grips and hangers shall be

tested using Ultra Testing and record of such testing should be retained. All rotary

components and bearing housing shall be tested for vibration analysis. On the basis of

signature forecast, preventive replacement and maintenance shall be undertaken.

• The Gondolas shall be provided with door lock, which cannot be opened by the

passengers

• All elements of the ropeway shall be mounted onto a steel structure which is anchored

on concrete foundations.

• Emergency push buttons should be provided at all stations to stop the ropeway, if

required.

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 cabins are stranded on line.


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1. Ladder Rescue shall be adopted for cabins which are stranded close to the ground. An

attendant stabilizes the ladder from below while another attendant goes up to open the

door and help the passengers to come down.

2. Vertical Rescue System shall be provided involving small winch and the carrier unit which

will enable a rescuer to reach the stranded cabins and lower the passengers to the ground.

3. The Emergency Drive with diesel engine enables the passengers to be evacuated in the

event of the power failure.

PROJECT SCHEDULE & COST ESTIMATES

The estimated project cost is of Rs. 15.5 crores

The scheduled completion date shall occur after 2 years from the appointed date. On or

before the scheduled Completion date, the concessionaire shall have completed the

construction of the entire project.

COST ON EMP

CAPITAL EXPENDITURE

Sl No

Description Capital Cost

(Rs. In Lacs)

Recurring Cost (Rs. in Lacs/

Year)

1 Landscaping 2.5 0.4

2 Septic Tank 10.0 2.0

3 D.G. set Stack & Enclosure 0.5 0.1

4 Solid Waste Management/ OWC 25.0 3.0

5 Environmental Monitoring - 0.5

Total Rs. 38.0 Lacs Rs. 6.0 Lacs/yr

PROJECT BENEFITS

I. Aerial Ropeway is fast emerging technology of providing not only tourist experience

but an urban transportation means especially for hilly and tough terrains. It is totally

environment friendly with least generation of any type of pollutants. The land

requirement is minimal as the transportation happens aerially.


47


II. Safety & Comfort: Ropeways provide more safe and comfortable journey. Elderly,

children and disabled persons which may not be able to take-up the arduous trek, would

be able to take up the journey to Shri Radha Rani Temple.

III. Traffic Regulation: The ropeway would help in regulating traffic to Shri Radha Rani

Temple as only a specified number of tourists can board and de-board the system at a

pre-defined interval of time. This would help in restricting and regulating carrying

capacity of the place.

IV. Socio-Economic benefits: The increase in tourism of the area would subsequently

increase the ancillary businesses, thereby increasing the local economy of the area and

of the Mathura District.

V. Local Employment: The project would require local people, who are accustomed of

living under the existing conditions, for skilled / unskilled activities in course of

construction and operations of the project. The project will provide direct and indirect

employment opportunities to the local people & hence improving their status of living.

VI. Infrastructure development or facilities like toilets, drinking water, sewage treatment,

solid waste management, medical facilities, etc. will be helpful in maintaining the

beauty as well as ecology of such alluring place. And, the medical facilities will help

the casualties caused to be addressed on time & in proper way.


48


Enclosure 1: Certification of Incorporation


49


Enclosure 2: Permission of Felling of Trees


50


Enclosure 3: L Section Model

LOWERTERMINAL

UPPERTERMINAL

CHAINAGE

LS:RL

LS:GRADIENT

T1/3.69 -6/-6

T3/4.93 +6/+6

T2/11.00 +4/+4








51


Enclosure 4: Layout

RADHA RANI T E M P L E

B O

U N

D A

R Y

W

A L

L

B O U N D A R Y W A L L

B O U

N D

A R

Y W

A L

L

B U I L D I N G

SMADI

F O O

T

T R A

C K

F O O

T

T R

A C

K

GRAVEYARD

6.00

0

14.0

00

15.000

5.000

204.

405

8.00

0

14.0

00







5.000

10.000

4.31

1

44.262

51.863

61.113

17.9

08

21.873

17.5197.

794

5.17

3

53.0

76

11.3

41

3.150

14.0

63

123.

5 80

8.258

10.872

130.704

3.207

15.000

20.0

00

64°

90°

93°

4.52

2

BM2

BM1

15.000

82.170

48.000

72.0

00

10.000

82.170

13.000

84.000

LOWER STATION

STATION AREA

PASSANGER WAITING AREA

ROPEWAY TECHNICAL FACILITIES

MINIMUM PASSANGER AMENITIES

PARKING

8489.0 Sq.mt.

300.0 Sq.mt.

500.0 Sq.mt

200.0 Sq.mt.

70.0 Sq.mt.

7419.0 Sq.mt.

UPPER STATION

STATION AREA

PASSANGER WAITING AREA

ROPEWAY RESCUE FACILITIES

MINIMUM PASSANGER AMENITIES

2350.0 Sq.mt.

330.0 Sq.mt.

1850.0 Sq.mt

100.0 Sq.mt.

70.0 Sq.mt.

36.991

60.00

0

45.2

51

40.195

13.523

KHASARA NO.- 133

KHASARA NO.- 126

98.0

00

79.830

79.830

2350.00 Sq.mt.


52


Enclosure 5: Bidding Agreement


53


Enclosure 6: Letter of Award

enclosure-iii- pre-feasibility...

Documents