m/s perfact enviro solutions pvt....

PRE-FEASIBILITY REPORT (PFR)

MATHERAN PASSENGER ROPEWAY

AT

Village-Bhutivali, Tehsil: Karjat, District-Raigad, Maharashtra

Submitted to:

Ministry of Environment, Forests & Climate Change

Government of India

Submitted by:

M/s Matheran Ropeway Private Limited (MRPL)

ENVIRONMENTAL CONSULTANT

M/s PERFACT ENVIRO SOLUTIONS PVT. LTD. (NABET Registered List ‘A’ of Accredited Consultant Organizations / Rev. 44, August 2016, at Sr. No.

96)

5th Floor, NN Mall, Mangalam Palace

Sector 3, Rohini, New Delhi

Email: [email protected]

Phone No.: 011-47528467 Fax: 011-47528434

Matheran Passenger Ropeway, Maharashtra by Matheran Ropeway Pvt Ltd.

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M/s Perfact Enviro Solutions Pvt. Ltd.

PROJECT DESCRIPTION

The proposed Matheran Passenger Ropeway shall be developed at Village-Bhutivali, Tehsil:

Karjat, District-Raigad, Maharashtra by M/s Matheran Ropeway Private Limited (MRPL)

which is a Special Purpose Vehicle (SPV) incorporated under Companies Act for

implementation and operation of Matheran Passenger Ropeway at at Village-Bhutivali,

Tehsil: Karjat, District-Raigad, Maharashtra in order to promote tourism & modal shift to

transit and reduction in traffic congestion in the region. The project has already got the

Environmental clearance vide letter no 18-2/2016.IA-III dated 21.05.2008 which subject to the

final orders in application No 901 pending before the Supreme court. Accordingly, company

pursued the matter with Hon’ble supreme court from the year 2008 which passed the order on

21.10.2011 directing the state government to pass an appropriate order under the law. The PWD

thereafter issued a final notification dated 26.12.2012 permitting the company to start ropeway

project within six months’ subject to approval from forest department as stipulated in clause

29 of said Notification. The company thereafter obtained fresh “in-principal” approval from

the forest department (i.e Stage-I clearance) for diversion of reserve forest (2.5720 ha) land

dated 19.03.2013. We have now been given to understand that the validity of Environmental

clearance letter dated 21.05.2008 has expired and application was not made for extension of

the Project. Hence we are applying for the fresh Environmental clearance.

The proposed system to be installed will have Base Station at Butivali Village (near Bhivpuri

Railway Station 50 AMSL), Intermediate Station at Garbat Plateau (545 AMSL) and Top

station will be at Madhavji Point (800 AMSL)

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 the project will be

developed under the Matheran Notified Eco-Sensitive Zone, 2003.

Project Proponent

Matheran Ropeway Private Limited is a Special Purpose Vehicle (SPV) under Companies

Act for implementation and operation of Shimla Passenger Ropeway at Village-Bhutivali,

Tehsil: Karjat, District-Raigad, Maharashtra.


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Description of Project Site:

Matheran is the hill station and a municipal council in the Raigad district in the

Indian state of Maharashtra. It is a hill station in Karjat Tahsil and is also the smallest hill

station in India. It is located on the Western Ghats range at an elevation of around 800 m (2,625

feet) above sea level. It is located around 90 km from Mumbai, and 120 km from Pune.

Matheran's proximity to many metropolitan cities makes it a popular weekend getaway for

urban residents. Matheran, which means "forest on the forehead" (of the mountains) is an eco-

sensitive region, declared by the Ministry of Environment and Forest, Government of India. It

is Asia's only automobile-free hill station.

Transportation facilities for tourist, local people and other travelling to Matheran from the

plains are poor. Railway was the only transport facility for reaching Matheran prior to 1974.

However consequent strike by railway employees in 1974 distructing the transportation of

Matheran , temporary road from Neral to Matheran was constructed by local people. The local

people later on tried their best to move the government to get the road widened and safe by

constructing railing and by removing unsafe road turning in the hills. The request was also

made to state goverment Minibus on this route, but the government did not take any action in

this matter. Thus there is no scientifically planned and safely constructed road to Matheran.

Road transport is available from Neral upto Dasturi Plateau and from this plateau one has to

walk 2-3km toward matheran. Thus railway remains the major transport mode to reach

Matheran from Neral or Karjat which are nearest towns but the Central Railway has stopped

operating toy train to Matheran since May-2016 due to frequent derailment and resumption of

train services to Matheran in near future looks very difficult thereby leaving road travel as the

only option left for tourists and local residents of Matheran.

There are approx. 8 Lacs tourists visiting Matheran annually apart from local residents.

Currently, tourists travelling to Matheran are having following mode of transport (a) Road

Travel or (b) toy train. However, the existing modes of transportation remains is road travel

which is inadequate and inconvenient.

Presently there is movement of more than 500 vehicles (cars) every day during peak season

and all such vehicles are parked at Dasturi Naka which is in forest area and near the plateau

top at an elivation of approx 800 mtr above msl. There are no proper arrangement for parking

of vehicles at Dasturi Naka which leads to traffic congestions very frequently in Matheran Hills

during peak seasons. Thus plying of vehicles upto Dasturi point, infact leads to increased

pollution in Matheran plateau.

https://en.wikipedia.org/wiki/India

https://en.wikipedia.org/wiki/States_and_territories_of_India

https://en.wikipedia.org/wiki/Maharashtra

https://en.wikipedia.org/wiki/Karjat

https://en.wikipedia.org/wiki/Tahsil

https://en.wikipedia.org/wiki/Western_Ghats

https://en.wikipedia.org/wiki/Sea_level

https://en.wikipedia.org/wiki/Mumbai

https://en.wikipedia.org/wiki/Pune

https://en.wikipedia.org/wiki/Ministry_of_Environment_and_Forests_(India)

https://en.wikipedia.org/wiki/Government_of_India


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Project Location on google Image

Need/Justification of the Project:

The proposed ropeway project of MRPL, apart from serving tourists and locals of Matheran,

would provide following advantages: -

Environment friendly project using electric power.

Reduction in the pressure on road transport, thereby, reducing air pollution.

Beautiful view of the area from ropeway cabin

Boon for local people providing affordable means of transport.

Saving on travel time.

Safe transport.

Direct transportation to vicinity of Matheran Market thus avoiding strenuous walking

and road journey.

Local people would be provided with affordable means of travel/transport to access

facilities viz education, medical and communication in nearby town.

Beneficiary of the project would be the local population that will be benefited by the

ropeway to accomplish routine work in taluka headquarter where markets, public health

facilities, higher educational institutions etc are located.

Presently visitors/tourist engage taxi upto Dasturi Point and further engage rickshaw

pullers/coolies to climb the hill for 2-3 km. The climb is steep and involves hard labour

by coolies and rickshaw puller. The health hazard due to this occupation can be avoided

instead they can be provided alternative income opportunity in Matheran after


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commissioning of ropeway.

Location of the Project Alignment

The proposed ropeway shall be developed in two sections: -

Section I: Bhutivali to Garbut plateau

Section II: Garbut plateau to Madhavji Point at Matheran

The location map of the Project alignment is shown below:


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The lat long of the site are given below:

Station Latitude Longitude

Base Station (Bhutivali) 73° 18'58.63"E 18° 58'31.32"N

Intermediate Station (Garbut Plateau) 73° 17'11.66"E 18° 58'54.81"N

Top Station (Madhavji Plateau) 73°16'12.00"E 18° 59'08.10"N

Connectivity (distances from Lift Area):

Airport: Chatrapati Shivaji International Airport at approx 90 km.

Railway Station: Bhivpuri & Neral Railway Station at approx 5km.

Road: SH-79 at Approx 2km.

Area Requirement:

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

6.572 sqm.

The detailed area summary is given below:

Area required for Total Area

(In Sq. m.)

Lower Terminal Station-A 2000

Intermediate Station -B 1000

Upper Terminal Station -C 1000

Areas for tower (7 Nos.) 2220

Ropeway Length-a 4700

Right of Way-b 5

Ropeway Corridor-D (a x b) 23500

Total (A+B+C+D) 29,720


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PROJECT DETAILS

Section-I Secton-II

SYSTEM Detachable Monocable

Gandola

Aerial Tramway

LENGTH 2745.39 m 1744 m

Vertical Rise 515.92 m 229 m

HAULAGE ROPE DIA 47 mm 30 mm

Track Rope DIA - 42 mm

HOURLY CAPACITY 1000 PPH 700 PPH

TRIP TIME 8.61 min ~5.10 min

DRIVE SPEED 6.00 m/s 12.00 m/s

STATION SPEED 0.25 m/s -

NUMBER OF CARRIERS 36 no. 2 no.

NUMBER OF OTHER CARRIERS

(SERVICE CARRIER)

1 no. --

NUMBER OF OTHER CARRIERS

(FREIGHT CARRIER)

1 no. -

PASSENGERS PER CARRIER 8 no. 60 no.

POWER LOAD REQUIREMENT 800KW 200KW

DG SETS (BACK-UP POWER) 400 KW x 2 100 KW x 2(each at

intermediate and top

station)

VISITORS 4500 4500

STAFF 25 25

TOTAL POPULATION 4525 4525

Alternative routes assessed

In 2001, Project proponent had selected 2 other options for base station of the said project are

as under:

Diksal - near Bhivpuri station disadvantage was - length increases by further 2 km, not much

land available for parking of vehicle, had to cross over Dam in that area.


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Jumma Patti:5 km away from Neral station & on route to Matheran but again not much land available for parking

and base station as the site falls in the forest area.

Bhutivali : The proposed site Bhutivali near Bhivpuri station is well approachable by road,

length of ropeway reduces, private land was available, no much cutting of trees, enough

parking space can be created.


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Selected Alignment:

In order for the proposed ropeway service along the proposed alignment of this concept to be

technically and operationally feasible, matheran local context (especially along these alignments)

and any associated constraints that might have an impact on the proposed alignments and lines has

been considered. these issues include:

Topography

The location of the Transport nodes

High density land use and limited space;

Travel patterns

User demand

Technological constraints

Out of the three alternative routes discussed above, the Alternative-III was found appropriate

as it was the most stable and convenient stretch.

The proposed ropeway shall be developed in two sections. The length of proposed ropeway

alignment of Section-I is 2745.39 m & alignment of Section-II is 1744m. Thus, total length is

working out to be 4489.39 m. Ropeway alignment consists Base Terminal at Butivali,

Intermediate Terminal at Garbut Plateau and Top terminal at Madhavji Point Matheran.

Merits of the selected Alignment:

The alignment for the proposed ropeway project was selected based on the following

guidelines:

i) Availability of adequate space for proposed terminal stations;

ii) Major points / locations to be connected along the route


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iii) Opportunity for Traffic Congestion Reduction and Reduction in emission of green gases

& consumption of fossil fuel;

iv) Overcome Topographical Barriers.

v) Low Impact on flora and fauna

vi) No rehabilitation or relocation involved

vii) Stability of the location vis-à-vis geology; and

viii) Financial feasibility of constructing terminal stations.

ix) Opportunity for Hillside / Mountainous Areas Development

x) Opportunity of Use in Emergencies

xi) Opportunity of Service utilization whole year.

xii) Benefits Residents, Domestic Visitors & Tourists and will fulfill Expected

Demand/Usage.

Proposed Ropeway System Technology

Matheran Ropeway Private Limited has issued a Letter of Intent to Doppelmayr, an Austrian

company for design & supply of ropeway components. Doppelmayr is a leading ropeway

company, as Technology & Ropeway supplier for design and supply of ropeway.

The ropeway system will be designed, manufactured and installed in accordance with the latest

standards of ropeway technology, will feature state-of-the-art equipment and operate

automatically (with the exception of cabin parking). It will fully comply with the latest CEN

standards (European standard) and safety requirements for Aerial Passenger Ropeways. CEN

standards are most reliable in terms of technological and safety requirements.

Section-I: 8-MGD (Monocable Detachable system):

The proposed ropeway system is a continuous monocable type with the number of carriers

specified under 'Technical Data'. The system is designed to transport passengers uphill and

downhill at a constant speed, which can be selected by the operator(s) within the minimum and

maximum range. The ropeway system will be designed, manufactured and installed in

accordance with the latest CEN - standards of ropeway technology, will feature state-of-the-art

equipment and operate automatically (with the exception of cabin parking). It will fully comply

with the latest international recommendations and safety requirements for Aerial Passenger

Ropeways. Besides the electric main drive unit (AC motor), an independent hydrostatic

emergency drive unit allows for operation of the system and in emergency cases.


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The Doppelmayr detachable system features friction sheaves at the incoming and outgoing

sides of the stations. These sheaves transmit the speed of the rope via V-belts to the conveyors,

which transport the carriers through the stations. This configuration ensures positive control

and synchronization of rope speed and carrier conveying speed in each station in both forward

and reverse directions, irrespective of the drive selected.

Key functions of the ropeway, such as rope speed and grip opening and closing operations, are

monitored and controlled by electronic safety circuits in order to ensure smooth operation and

maximum safety. Rope tensioning is achieved by two hydraulic cylinders in the tension station.

The parking of cabins is carried out manually. The parking provided is sufficient for all cabins.

For building cost reasons and for simplicity of maintenance, etc. we recommend that the cabin

parking is accommodated in one station only. The ropeway is designed for one main direction

of rotation. For special requirements, rescue and service purposes, reverse operation are

permitted at a limited speed. The station enclosures should completely surround and encase as

much machinery as practically possible to keep out rain, snow and ice and other adverse

weather conditions (optional). The station equipment will be housed in and completely covered

by the station buildings to be erected by the customer. All elements of the ropeway are mounted

onto a steel structure, which is anchored on concrete foundations.

The rescue of stranded passengers can be carried out by the following method:

- Hydraulic motor drive via gear rim on the bullwheel

- Rescue by means of the rescue devices.

In emergency cases the passengers will normally stay in the cabins and will be brought back to

the stations by means of the emergency drive. In the event that the ropeway cannot be operated

at all, the passengers stranded on the line can be evacuated from their cabins using the existing

rescue device(s). The customer is responsible for ensuring that each tower is accessible, e.g.

for maintenance and rescue purposes.

SECTION 2: 60-ATW (Aerial Tramway)

The proposed ropeway system is a bi-cable reversible aerial tramway type with 2 carriers

specified under 'Technical Data'. The system is designed to transport passengers uphill and

downhill at a speed which can be selected by the operator(s) within the minimum and maximum

range. The ropeway system will be designed, manufactured and installed in accordance with

the latest standards of ropeway technology, will feature state-of-the-art equipment and operate

automatically (with the exception of door opening). It will fully comply with the latest

international recommendations and safety requirements for Aerial Passenger Ropeways.

Besides the electric main drive unit (AC motor), an independent hydrostatic emergency drive

unit allows for operation of the system and in emergency cases. Key functions of the ropeway,

such as rope speed and door opening and closing operations, are monitored and controlled by

electronic safety circuits in order to ensure smooth operation and maximum safety. The station


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enclosures should completely surround and encase as much machinery as practically possible

to keep out rain, snow and ice. The station equipment will be housed in and completely covered

by the station buildings to be erected by the customer. The rescue of stranded passengers can

be carried out by the following method:

- Hydraulic motor drive via gear rim on the bull wheel

- Rescue by means of the rescue devices.

In emergency cases the passengers will normally stay in the cabins and will be brought back to

the stations by means of emergency drive. In the event that the ropeway cannot be operated at

all, the passengers stranded on the line can be evacuated in their cabins using the existing rescue

device(s). The customer is responsible for ensuring that each tower is accessible, e.g. for

maintenance and rescue purposes.

TECHNICAL DATA

The proposed Detachable Monocable gondola with 8 - Passenger cabins and Aerial tramway

with 60-passenger will conform to the following basic performance data: -

Section-I Section-II

Location of drive station

Location of return station

Location of tensioning system

Type of tensioning

- Haul Rope

- Track Rope

Horizontal length

Vertical rise

Inclined length

Average grade

Hourly capacity (final)

Uphill transportation

Downhill transportation

Drive speed, infinitely adjustable

Station speed

Trip time

Drive Machinery, Type

Electric main drive:

- required output continuous

- required output starting

- voltage

- frequency

Top

Bottom

Bottom

Hydraulic

2668.07m

515.92m

2745.39m

19.30%

1000 PPH

100%

100%

6.00 m/s

0.25m/s

~8.61min

Overhead

340

460

400

50

Bottom

Top

Top

Counterweight

fixed

1739.00m

229.0m

1744.00m

13.17%

700 PPH

100 %

100%

12 m/s

-

~5.10min

Vault

kW

kW

V

Hz


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Carrier spacing

Carrier interval

Passengers per carrier

Number of carriers

Number of other carriers:

- service carrier

- Freight carrier

Parking of carriers

-location

-operation manner

Number of towers

Haul rope diameter

Track Rope diameter

Rope gauge on line

Control cable:

-location

-number of control wires

172.80m

28.80 sec

8 pcs.

36 pcs.

1 pcs.

1 pcs.

Bottom

Manually

~ 11 pcs.

47 mm

-

6.10m

overhead

as required

-

-

60 pcs.

2 pcs.

-

-

-

-

-

30 mm

42 mm

15m

In track rope as

required

ROPEWAY EQUIPMENT

Drive Station

Complete Drive Station, consisting of:

Steel structure for launching and conveying system

Upper machinery frame

Torsion shaft

Gearbox

Double grooved bull wheel, split design

Main AC drive

Main electric cabinets and controls

Frequency converter

Emergency drive unit

Service and emergency brakes

Access platforms and handrails

Launching/conveying system

Opening and closing lines

Anchoring system for the overhead control cable.

Return Tension Station Terminal

Complete return station, consisting of:


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Support steel structure for launching and conveying system

Machinery frame

Bull wheel, split design

Access platforms and handrails

Emergency drive unit

Launching/conveying system

Main electrical cabinets and controls

Hydraulic tensioning system with two hydraulic cylinders

Anchoring system for the overhead control cable.

Specifications & Guidelines

The specifications and guidelines are provided for the various project components (Ropeway

System, associated infrastructure) including, but not limited to the following major provisions:

The Concessionaire shall consider Specifications provided by Bureau of Indian Standards and

other applicable statutory code of practices like Indian Electricity Act, National Building Code,

Municipal Building Bylaws of Maharashtra, Maharashtra ropeway act etc for design,

construction, operation and applicable maintenance of the project facilities. In case of ropeway

Cabins and its associated part to be mandatorily procured imported, suitable international

standards with justification may be followed.

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.


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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

ENVIRONMENT MANAGEMENT PLAN

Land Environment:

Construction phase:

The ropeway project lies under Matheran Eco-Sensitive Zone in which 2.572 ha would required

to be diverted for ropeway project in the interest of matheran. The diversion of forest land will

be required for construction of terminal stations, and line towers along the corridor for which

Stage-I already received.

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.

DG set of 2 x 400 KVA and 2 x 100 KVA are proposed for backup power supply. 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:


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D. G. Set.

Capacity

No. PM

gm/kw-hr

NOx

gm/kw-hr

SO2

gm/kw-hr

CO

gm/kw-hr

400 KVA 2 0.3 9.2 1.3 3.5

100 KVA 2 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/

equipments 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.

Operation Phase:

DG set of capacity 2 X 400 KVA and 2 x 100 KVA are proposed for backup power supply.

Acoustically enclosed DG Sets will be bought and installed.

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.

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.


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Water Environment

Construction Phase:

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.

Operation Phase:

The total water requirement has been estimated as 73 KLD as per detailed below and the source

will be Charlotte lake or Ulhas river. Water shall be used mainly for flushing, drinking, hand

washing & horticulture purposes. Total quantity of waste water generation has been estimated

to be 66 KLD. The waste water generated will be treated in STP

WATER MANGAEMENT FOR PHASE-I

S. No.

Population Factor

(LPCD)

Water

Requirement

(in KLD)

Waste Water

Discharge

(in KLD) Visitors 4500 15 68

Staff 25 45 1

Sub Total

69 65

1. Domestic

Sub-Total - 21

Hand washing –

17

Drinking – 4

Sub-Total - 17

Hand washing –

17

Drinking - Nil

2. Flushing

48 48

3. Gardening

2 Nil

4. Miscellaneous

2 1 Total

73 KLD 66 KLD

WATER MANGAEMENT FOR PHASE-II

S. No.

Population Factor

(LPCD)

Water

Requirement

(in KLD)

Waste Water

Discharge

(in KLD) Visitors 8400 15 126

Staff 50 45 2

Sub Total

128 115

1. Domestic

Sub-Total - 38

Hand washing –

25

Drinking – 13

Sub-Total - 25

Hand washing –

25

Drinking - Nil

2. Flushing

90 90

3. Gardening

3 Nil

4. Miscellaneous

2 1


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Total

133 KLD 116 KLD

Storm Water Management

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

wherever possible.

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

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

terminals include the following:

Municipal Waste: Site clearance

Construction Waste: Construction materials arising from the construction may include

waste timber work, spent concrete and cement screening and material and equipment

wrappings.

Excavated materials: Excavation during pillar foundations will lead to generation of

excess soil. Top soil will be used for landscaping and left out soil will be used for land

filling.

Local labors will be preferably employed; no labour camp will be setup at the site. Approx.

3 Kg/day wastes will be generated which will be sent to solid waste/landfill site.

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:

Type of Waste Colour

of Bin

Category Disposal Method Total Waste

(kg/day)

Organic Waste Green Bio-degradable The waste will be

disposed by

Vermicomposting

474

Recyclable

Waste

Blue Recyclable Collected and given to

approved recycler

123

Plastic Waste Blue Recyclable Collected and given to

approved recycler

81

Total Waste

678 kg/ day


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The above table indicates that the total 678 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.

Detail of Vermi-composting:

The biodegradable waste shall be collected in the green bins and converted to

nutrient rich vermicompost by using earthworms as biological agents. It is healthy

and natural process. Vermicompost contains major and minor nutrients in plant-

available forms, enzymes, vitamins and plant growth hormones.

Composting is largely a biological process in which microorganisms of aerobic

(which require air or oxygen for development) and an anaerobic (which functions

in absence of air or free oxygen) decompose organic matter and lower the carbon-nitrogen ratio

of the substrate.

Vermicomposting for Green Bins

Vermicomposting pits with broad base and drainage holes will be made. Plastic sheets with small

holes at bottom of the box shall be placed. A layer of soil shall be added which is of 3 cm depth

and a layer of coconut fibre of 5 cm depth above it for draining of excess moisture. A thin layer

of compost and worms shall be added above it. About 250 worms will be sufficient for the box.

The daily vegetable wastes shall be spread in layers. The top of the box will be covered with a

piece of sac, to provide dim light inside the box. When the box is full, it would be kept without

disturbance, for a week. When the compost is ready, the box will be kept outside in the open for

2-3 hours so that the worms come down to the lower fibre layer. Remove compost from the top,

dry and sieve. Some species of worms release nitrogen, sulfur, phosphorus, and trace elements

from organic matter. Others break down soil minerals and release potassium, phosphorus,

magnesium, calcium and iron. Still other species make and release natural plant growth hormones,

which stimulate root growth. The vermicomposting produced has an average nutrient status of 1.8

% N (Nitrogen), 1.9 % P2O5 (Phosphorous Pentaoxide) and 1.6 % K2O, (Potassium Oxide) but

composition will vary with the substrate used.

Uses of compost

The manure shall be used for landscaping purpose & unused manure shall be given to

farmers.

Ecological Environment


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The alignment falls within a Forest land which needs to be diverted for development of terminal

stations & line towers. About 2.572 of area of forest land will be required to be diverted. This

activity will be carried out as per the guidelines of the Forest (Conservation) Act, 1980. A

compensatory afforestation plan will be developed.

By Adopting the latest technology available, such as transferring wire ropes and towers by an

airborne technique during installation we will drastically reduce the no. trees to be cut less than

25. We have given an affidavit to this effect in Hon. Supreme Court.

Socio Economic Scenario

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

project. Provide direct and indirect employment opportunities to the local people.

Enhance visitor experience and boost tourism in the region.

SAFETY AND RESCUE PLAN

Safety Plan

The ropeway system will be designed, manufactured and installed in accordance with the latest

standards of ropeway technology, will feature state-of-the-art equipment and operate

automatically (with the exception of cabin parking). It will fully comply with the latest CEN

standards (European standard) and safety requirements for Aerial Passenger Ropeways.

CEN standards are most reliable in terms of technological and safety requirements.

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

In order to enhance system reliability, besides the electric main drive unit (AC motor), two

independent hydrostatic emergency drive units shall be allowed for operation of the system

at a reduced capacity and in emergency cases.

A hydraulic emergency drive will be installed to bring the passengers in case of a power

failure back to the station.

The detachable system features friction sheaves at the incoming and outgoing sides of the

stations. These sheaves transmit the speed of the rope via double V-belts to the conveyors

which transport the carriers through the stations. This configuration ensures positive

control and synchronization of rope speed and carrier conveying speed in each station in

both forward and reverse directions, irrespective of the drive selected.


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Key functions of the ropeway, such as rope speed and grip opening and closing operations,

are monitored and controlled by electronic safety circuits in order to ensure smooth

operation and maximum safety.

Fixed rope tensioning is achieved by two hydraulic cylinders in the tensioning terminal for

each rope loop.

The parking of cabins is carried out manually / automatically. The parking provided is

sufficient for all cabins and will be located in the drive station Terminal 3 “Lift”.

The ropeway is designed for one main direction of rotation. For special requirements,

rescue and service purposes, reverse operation are permitted at a limited speed.

All elements of the ropeway are mounted onto a steel structure which is anchored on

concrete foundations.

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

In the event of main supply power failure, full capacity D.G. Sets provided to supply power

to run drive motors.

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

4.3 Rescue Arrangement:

The rescue of stranded passengers shall be carried out by the following method:

Two independent hydrostatic emergency drives:

o Hydraulic motor drive via gear rim on the bullwheel at the Drive station.

o Hydraulic motor drive via gear rim on the bullwheel at the Return station.

In emergency cases the passengers will normally stay in the cabins and will be brought back

to the stations by means of emergency drives. The innovative recovery concept which will

be implicated in the Shimla ropeway project uses technical and organizational measures to

ensure that all passengers can be safely returned to the stations in the carriers at all times.

This concept enables you to offer your passengers maximum safety and comfort. This is

achieved by duplicating all function-related parts and equipment, and making them

independently operable, or ensuring that they can be restored to function at short notice so

that the haul rope can always be moved.

It will be ensured that each tower is accessible, e.g. for maintenance and rescue purposes.


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PROJECT SCHEDULE & COST ESTIMATES

The estimated project cost is of Rs. 50 crores. The scheduled completion date shall occur on

the 550th day 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)

1 Landscaping 25

2 STP / Waste water treatment 85

3 D.G. set Stack 10

4 D.G. set Enclosure 15

5 Solid Waste Management/ Pyrolysis plant 20

Total Rs. 155 Lacs

PROJECT BENEFITS

The ropeway will use electric power and not diesel so it will not generate air pollutant

like diesel engine and taxies.

Eco-Tourism principles would be adopted by ropeway sponsors for the protection and

conservation of ecological balance in Matheran region. Ropeway authorities would

educate the tourists about eco-tourism to protect and conserve the natural resources in

Matheran.

The goods when transported by road from Neral to Matheran have to be further carried

from Dasturi point, beyond which vehicles are not permitted to the main market (3km),

on head or in human pulled carts. The ropeway will carry these goods straight to

Matheran Market.

Presently visitors/tourist engage taxi upto Dasturi Point and further engage rickshaw

pullers/coolies to climb the hill for 2-3km. The climb is steep and involves hard labour

by coolies and rickshaw pullers. The health hazard due to this occupation can be

avoided instead they can be provided alternative income opportunity in Matheran after

commissioning of Ropeway.


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Ropeway will provide speedier, cheaper, and a more comfortable alternative to tourist

and locals.

Ropeway will be useful for upliftment of Matheran.

Tourist potential, which is now underutilized due to bad roads, costlier and risky

transport facilities, monopoly of taxi owner, expensive lodging and boarding etc.

m/s perfact enviro solutions pvt....

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