Passenger Ropeway to Connect Lumbini Park and Birla Mandir

ISG Ropeway Project
Business Plan V.01
PASSENGER ROPE WAY - TOURISM PROJECT
Business Plan
Submitted to : Andhra Pradesh Tourism Development Corporation Limited & Department of
Tourism GoAP
Confidential Page 1 28/01/2010

ISG Ropeway Project
Business Plan V.01
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and is intended for the recipients use only and contains confidential or privileged
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action taken or committed to be taken in reliance on document, is prohibited and may
be unlawful. You must therefore should destroy this document or return the same to :
ISG Compusolutions India Pvt.Ltd

201 Saptagiri Residency. 1-10-98/A, Chikoti Gardens.
Begumpet, Hyderbad - 500016.
Phone:+91-40-40028000 ., Email :info@isgindia.com

ISG Ropeway Project
Business Plan V.01
IMPORTANT NOTICE
Financial Model
The financial model contains a financial forecast. The financial forecast embodies the
strategies, budgets and likely success of ISG in the market. An understanding of the
assumptions underlying the model is essential. The assumptions are detailed in this report
and contains key results from the financial model.
Due Diligence required

This Business plan was prepared by ISG – Strategic Relations Group. While reasonable care
has been exercised by ISG in the preparation of this document, no responsibility is
accepted by ISG for the accuracy or completeness of this Business plan. Any organisation
contemplating a transaction envisaged by this Business plan is encouraged to conduct
such due diligence as may be required to form a true and fair view of the operational
activities of proposed project.
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Enquiries
All enquiries are to be directed to Mr. R.Puli – CEO at:
ISG Compusolutions India Pvt.Ltd

201 Saptagiri Residency. 1-10-98/A, Chikoti Gardens.
Begumpet, Hyderbad - 500016.
Phone:+91-40-40028000 ., Email :info@isgindia.com

ISG Ropeway Project
Business Plan V.01
Genesis – Passenger Ropeway

An elevated passenger ropeway, or chairlift, is a type of aerial lift, which consists of a
continuously circulating steel cable loop strung between two end terminals and usually
over intermediate towers, carrying a series of chairs. They are the primary on hill transport
and are also found at amusement parks, various tourist attractions, and increasingly, in
urban transport. Depending on carrier size and loading efficiency, a passenger ropeway can
move up 4000 people per hour, and the fastest lifts achieve operating speeds of up to
12 m/s (26.8 mph; 43.2 km/h). The two-person
double chair, which for many years was the
workhorse of the ski industry, can move roughly
1200 people per hour at rope speeds of up to
2.5 m/s (8.2 ft/s). The four person detachable
chairlift ("high-speed quad") can transport 2400
people per hour with an average rope speed of
5 m/s (16.4 ft/s). Some bi and tri cable elevated-
ropeways and reversible tramways achieve
much greater operating speeds. Fixed-grip lifts are usually shorter than detachable-grip lifts
due to rope load; the maximum vertical rise for a fixed grip chairlift is 300–400 m (984.3–
1,312 ft) and a length of about 1,200 m (3,937 ft), while detachable quads and "six-packs"
can service a vertical rise of over 600 m (1,969 ft) and a line length of 2,000 m (6,562 ft).
Aerial passenger ropeways were known in Asia well before the 1600s for crossing chasms
in mountainous regions. Men would traverse a woven fiber line hand over hand.
Evolutionary refinement added a harness or basket to also transport cargo. The first
recorded mechanical ropeway was by Venetian Fausto Veranzio who designed a bicable
passenger ropeway in 1616. The industry generally considers Dutchman Wybe Adam to
have built the first operational system in 1644. Alpine regions of Europe developed the
technology; progress rapidly advanced and expanded with the advent of wire rope and,
especially, electric drive. World War I motivated extensive use of military tramways for
warfare between Italy and Austria.
The first known ski chairlift was created for the ski resort in Sun Valley, Idaho in 1936. It was
installed on Proctor Mountain, two miles (3 km) east of the more famous Bald Mountain, the
primary ski mountain of Sun Valley resort since 1939. The chairlift was developed by James
Curran of Union Pacific's engineering department in Omaha during the summer of 1936.
Prior to working for Union Pacific, Curran worked for Paxton and Vierling Steel also in
Omaha, which engineered banana conveyor systems to load cargo ships in the tropics.
Curran reengineered the banana hooks with chairs and created a machine with greater

ISG Ropeway Project
Business Plan V.01
capacity than the up-ski cable car and better comfort than the J-bar, the two
most common skier transports at the time apart from mountain climbing. The
patent for the original ski lift was issued to Mr. Curran along with Gordon H.
Bannerman and Glen H. Trout in March 1939. The patent was titled "Aerial Ski Tramway,'.
The original 1936 chair lift was later moved to Boyne Mountain, Michigan (USA.) where parts
of it are still in use.
THE ISG Rope Way Project:

Hyderabad is the gateway to the South India. Due to its excellent
connectivity and unique geographical location, this region
is experiencing rapid growth of trade and commerce and it has
the potential to become the hinterland for the entire South
Eastern region. The city has also become a major tourist
destination since it is one of the oldest cities in south India with
unique Nizam culture and heritage. The City is called as Lake city, which hosts over 120
manmade lakes which are now developed as recreation centres for the benefit of the
dwellers and the tourists.
One of the major lakes in the city is hussain sagar lake which hosts 3 large parks and is the
entertainment zone of the city with beautiful laid gardens, children play pens, food courts,
exhibition grounds and restaurants. The lake has also a well laid out NECLACE ROAD wit
one side Tank bund connecting the twin city of Secunderabad and the other side hosting
beautiful landscape gardens and entertainment zones. One of the parks on the banks of
Hussain Sagar Lake is LUMBINI PARK.
ISG is proposing to connect the Lumbini Park to Birla Mandir Auditorium by Rope Way to
cater the tourist’s of both the locations:

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Business Plan V.01
Lumbini Park is located near the Tank Road, adjacent to the Hussain Sagar Lake in
Hyderabad, India. The Lumbini Park has been named after the birthplace of Buddha and it
lies just opposite a world famous Buddha statue. The park was developed as a part of the
Buddha Purnima project of the state
government. It is one of the most beautiful
parks of the city of Hyderabad and is an
ideal place to relax and revitalize spirits. It
is a popular joint among people of all
age groups and one can see kids running
joyfully around this park daily. The park
has eating joints, which offers not only
fast food, but also popular local cuisine.
A colourful Floral Clock, man-made
waterfalls and musical fountains are among
the key attractions of the Park. The spectacular musical dancing fountain and water
cascades attract huge crowds. During summer time normally three shows are organized.
Every day, a musical fountain show at 6.30 in evening in organized. The fountains dance to
the tunes of popular numbers from Bollywood films with brilliant light display from the
sides and background. It is very popular and people coming to the Park make it a point to
see the musical fountains.
The Lumbini Park is encircled by the state Secretariat, the Hussain Sagar Lake and the
striking Birla Mandir. People visiting the park can also avail and enjoy the boating facilities
provided at the nearby Hussain Sagar Lake. The park is open on all days except Monday.
Lumbini Park is in 7.5 acre land and since it is geographically located in the center of the
city and is at close proximity to other tourist attractions such as Birla Mandir and Necklace
Road, it attracts many visitors throughout the year. Constructed in 1994, the park is
presently being maintained by the Buddha Purnima Project Authority that functions under
the directives of the Government of Andhra Pradesh.
The Hyderabad city is a major hub of commercial, industrial and educational activities and a
large number of people travel from Andhra Pradesh and all over the South to the city. Most
of the tourists would like to see the great beautiful parks of the city and also go to the Birla
Planetarium and visit the Birla LORD VENKATESWARA TEMPLE on the NAUBAT PAHAD
hillock.

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Business Plan V.01
Ropeway from LUMBINI PARK TO NAUBT PAHAD

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

The salient features of the project are discussed below:
Size of the Project : 820 m length

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

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

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

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(2) SITE SELECTION CRITERIA

The site selection criteria for the terminal stations included the following:
Availability of adequate space for proposed terminal points

Ease of land acquisition
Minimum possible infringement
Feasibility to cater to the required traffic projection
Connectivity of stations
Power availability
(3) LOWER TERMINAL STATION – LUMBINI PARK

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

area, ticket counter and parking facilities. The layout plan for the
proposed terminal station is under preparation. An area of 1850 sq.m has been designated
for parking purposes and will accommodate about 140 Cars.
(4) UPPER TERMINAL STATION – NAUBAT PAHAD

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

The following ropeway systems were evaluated for the proposed ropeway:
• Fixed grip gondola system

• Pulsated gondola system
• Jig Back system
• Mono cable detachable Gondola system

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Business Plan V.01
Fixed Grip Gondola system (continuous movement) is ruled out because boarding / de-
boarding needs to be carried out when the system is on and being fixed grip system, the
ropeway speed will be less. Therefore considering the length of the ropeway and the
recommended capacity, a large number of cabins will need to be installed. Pulsated
Gondola system is ruled out because this system is ideally not suitable when the length of
the ropeway is long. Therefore the effectiveness of this system becomes meaningless.
Detachable Gondola System is ruled out because the capacity of the system is low and
requires greater station area.
Jig Back system offers advantages such as ease in boarding/de-boarding operations and
the capacity can be met with a reasonable system speed. Further, no station mechanisms
are required for locking, unlocking and grip testing as the cabin does not have to take a
round turn and thus requires less length. Thus, it is proposed to provide a mono cable
detachable gondola system.
(6) DESCRIPTION OF ROPEWAY SYSTEM

It is proposed to provide a Twin track Single haul Bi Cable double reversible Jig Back
system. In Jig Back cable system, the vehicle oscillates ‘To and Fro’ between stations on
the same track by inverting the hauling ropes direction of motion. There will be one cabin
on two track ropes on both sides. The hauling rope will be an endless rope which can move
in both the directions. Both the cabins will be attached to the hauling rope in such a way
that while one cabin is at one station the other is at the other station. The details of the
ropeway system are provided in the annexure.
ROPEWAY CHARACTERISTICS
System Twin track Single haul Bi Cable double reversible Jig Back system
Total Length (m) 820
Capacity , PPH 250
Line Speed (m/s) 0-6
Maximum Lift (m) 19
Cabin capacity , persons 4, 6 or 8 +1 (Passengers + Operator)
Number of cabin sets 2
Rescue System Self driven carriage and cabin
Travel time (s) 206

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

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

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Business Plan V.01
Braking systems
The drive terminal is also the location of a lift's primary braking system. The service brake
is located on the driveshaft beside the main drive, before the gearbox. The emergency brake
acts directly on the bullwheel. While not technically a brake, an anti-rollback device (usually
a cam) also acts on the bullwheel. This prevents the potentially disastrous situation of
runaway reverse operation. Many chairlifts have a braking system in the sheaves.
Tensioning system
The rope must be tensioned to compensate for sag caused by wind load and passenger
weight, variations in rope length due to temperature and to maintain friction between the
rope and the drive bullwheel. Tension is provided either by a counterweight system or by
hydraulic rams, which adjust the position of the bullwheel carriage to maintain design
tension. For most chairlifts, the tension is measured in tons.
Prime mover and gearbox

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

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Secondary and auxiliary movers

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

Carriers are designed to seat 1, 2, 3, 4, 6 or 8 passengers. Each is connected to the cable
with a steel cable grip that is either clamped onto or woven into the cable. Clamping
systems use either a bolt system or coiled spring to provide clamping force. For
maintenance or servicing, the carriers may be removed from or relocated along the rope by
loosening the grip.
Restraining bar
Also called a retention bar or safety bar, these may help hold passengers in the chair in the
same way as an automotive seatbelt or safety bar in an amusement park ride. If equipped,
each chair has a retractable bar, sometimes with attached foot rests. In most
configurations, a passenger may reach up and behind their head, grab the bar or a handle,
and pull the restraint forward and down. Once the bar has rotated sufficiently, gravity
assists positioning the bar to its down limit. Before disembarking, the bar must be rotated
up, out of the way.
The physics of a passenger sitting properly in a chairlift do not require use of a restraining
bar. If the chairlift stops suddenly, the carrier's arm connecting to the grip pivots smoothly
forward—driven by the chair's inertia—and maintains friction between the seat and
passenger. The restraining bar is useful for children—who do not fit comfortably into adult
sized chairs—as well as apprehensive passengers, and for those who are disinclined or
unable to sit still. In addition, restraining bars with footrests reduce muscle fatigue from
supporting the weight of a snowboard or skis, especially during long lift rides. The
restraining bar is also useful in very strong wind and when the chair is coated by ice.
Restraining bars on chairlifts are more common in Europe and also naturally used by
passengers of all ages. Some newer chairlifts have restraining bars that open and close
automatically.

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Canopy
Some lifts also have individual canopies which can be lowered to protect against inclement
weather. The canopy, or bubble, is usually constructed of transparent acrylic glass or
fiberglass. In most designs, passenger legs are unprotected; however in rain or strong wind
this is considerably more comfortable than no canopy.
Control system
To maintain safe operation, the chairlift's control system monitors sensors and controls
system parameters. Expected variances are compensated for; out-of-limit and dangerous
conditions cause system shutdown. In the unusual instance of system shutdown,
inspection by technicians, repair or evacuation might be needed. Both fixed and detachable
lifts have sensors to monitor rope speed and hold it within established limits for each
defined system operating speed. Also, the minimum and maximum rope tension, and speed
feedback redundancy are monitored. Many—if not most—installations have numerous
safety sensors which detect rare but potentially hazardous situations, such as the rope
coming out of an individual sheave.
Detachable chairlift control systems measure carrier grip tension during each detach and
attach cycle, verify proper carrier spacing and verify correct movement of the detached
carriers through the terminals.
Safety systems
Aerial lifts have a variety of mechanisms to ensure safe operation over a lifetime often
measured in decades.
Braking
As mentioned above, there are multiple redundant braking systems. Turning off the main
drive will normally bring the rope to a stop in installations where it is transporting
passengers uphill. A service brake and emergency brake on the bullwheel as well as drum
brakes in the sheaves can stop the ropeway quickly.

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Brittle bars
Example of a brittle bar within a cable catcher beside a sheave train. Wiring connected to
the brittle bar is visible immediately to the right of the closest sheave. An anti-derailment
plate is visible at top.Some installations use brittle bars to detect several hazardous
situations. Brittle bars alongside the sheaves detect the rope coming out of the track. They
may also be placed to detect counterweight or hydraulic ram movement beyond safe
parameters (sometimes called a brittle fork in this usage) and to detect detached carriers
leaving the terminal's track. If a brittle bar breaks, it interrupts a circuit which causes the
system controller to immediately stop the system.
Cable catcher
These are small hooks sometimes installed next to sheaves to catch the rope and prevent it
from falling if it should come out of the track. They are designed to allow passage of chair
grips while the lift is stopping and for evacuation. It is extremely rare for the rope to leave
the sheaves.
Collision
Passenger loading and unloading is supervised by lift operators. Their primary purpose to
ensure passenger safety by checking that passengers are suitably outfitted for the elements
and not wearing or transporting items which could entangle chairs, towers, trees, etc. If a
misload or missed unload occurs—or is imminent—they slow or stop the lift to prevent
carriers from colliding with or dragging any person. Also, if the exit area becomes
congested, they will slow or stop the chair until safe conditions are established.
Communication
The lift operators at the terminals of a chairlift communicate with each other to verify that all
terminals are safe and ready when restarting the system. Communication is also used to
warn of an arriving carrier with a passenger missing a ski, or otherwise unable to efficiently
unload, such as patients being transported in a rescue toboggan. These uses are the chief
purpose for a visible identification number on each carrier.

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Evacuation
Aerial ropeways always have several backup systems in the event of failure of the prime
mover. An additional electric motor, diesel or gasoline engine—even a hand crank—allows
movement of the rope to eventually unload passengers. In the event of a failure which
prevents rope movement, staff may conduct emergency evacuation using a simple rope
harness looped over the aerial ropeway to lower passengers to the ground one by one.
Grounding
A steel line strung alongside a mountain is likely to attract lightning strikes. To protect
against that and electrostatic buildup, all components of the system are electrically bonded
together and connected to one or more grounding systems connecting the lift system to
earth ground. In areas subject to frequent electrical strikes, a protective aerial line is fixed
above the aerial ropeway.
Load testing
In most jurisdictions, chairlifts must be load inspected and tested periodically. The typical
test consists of loading the uphill chairs with bags of water (secured in boxes) weighing
more than the worst case passenger loading scenario. The system's ability to start, stop
and prevent reverse operation are carefully evaluated against the system's design
parameters.
Rope testing
Frequent visual inspection of the rope is required in most jurisdictions, as well as periodic
non-destructive testing. Electromagnetic induction testing detects and quantifies hidden
adverse conditions within the strands such as a broken wire, pitting caused by corrosion or
wear, variations in cross sectional area, and tightening or loosening of wire lay or strand
lay.
Safety gate
A safety gate at the top terminal detects passengers failing to unload. An open restraining
bar is also visible. If a passenger fails to unload, their legs will contact a lightweight bar or
thin line or, in newer lifts, pass through a laser beam which stops the lift. The lift operator
will then help them disembark, reset the safety gate, and initiate the lift restart procedure.

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

Hyderabad Capital of Andhra Pradesh
Area 260 Sq. Km
Population 5,533,640
Population Density 14,192/km²
Population Growth 9.5%
Language Urdu, Telugu, Hindi, English
Latitude 17.366° N
Longitude 78.476° E
Literacy Rate 70.7 %
Altitude 536 m from sea level
Temperature 40 °C – summer (max.); 12 °C – winter (min.)
Time Zone IST (UTC+5:30)
STD Code +91-40
Vehicle Code AP9, AP10, AP11, AP12, AP13, AP28, AP29
Average Rain fall 90 cms
Religion Hindu, Muslim, Christian
Urban 93% [including industrial]; Agriculture 1.7%;
Land Use
Water Spread 5.3%

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Major Industries
o Automobile and Auto Components Industry spices, Mines And Minerals, Textiles
and Apparels IT Industry
o Bulk Drugs And Pharmaceuticals
o Horticulture
o Poultry Farming
o Spices
o Mines And Minerals
o Textiles And Apparel Industry
o IT Industry
Hyderabad has changed dramatically over the last decade and most expect it to continue to
grow. If it does, things are looking very good for India’s high-tech city.
Because of reforms at many levels, people are getting better services; there are higher
living standards and better amenities in this Hitech City. This city of over six million people
has benefited greatly from the fiscal and administrative reforms. It is anticipated that
Hyderabad is becoming a transit hub between U.S., Europe and Asia.
Hyderabad is one of the fastest growing economies in India with an ever-increasing tax
base. With the investor-friendly atmosphere, it has become an attractive choice for
investment. The level of success found in Hyderabad is no small accomplishment in a
country where sound infrastructure has always been a concept, never a reality. The city
government has opened up Hyderabad to private enterprise and competition which
drastically brought down costs and improved the quality of services provided to
Hyderabad’s commercial and industrial sectors.
In the last few years the city has emerged as an important centre for software professionals.
The construction of the 'Hi-Tec City', the setting up of Indian Institute of Information
Technology (IIIT) and Indian School of Business (ISB), the setting up of development
centres by many software giants from India and abroad, and, last but not least, the visit of
former US President Mr. Bill Clinton in March 2000 and the present President Mr. Bush in
2006 resulted in significant media attention from around the world focusing on Hyderabad.
FINANCIAL VIABILITY OF PROJECT
The total cost for the project has been worked out to be Rs. 300 lacs. It is suggested that a
fare of Rs. 25.0 per head be charged for a round fare for the initial period. Based on the
estimated project cost, annual Ropeway recurring cost and earnings, the project yields a
Financial Internal Rate of Return (FIRR) of 14 % (Refer Appendix for the cash flow
statement).

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UTILITIES AND INFRASTRUCTURAL FACILITIES

Water
The water demand for the proposed project has been estimated as 5.6 m3/day. The water
requirements for the proposed project will be met through the municipal source. It is
expected that about 11.7 m3/day of waste water will be generated and will be discharged
into the municipal sewer in the area.
Power
The total power demand for the project has been estimated as 150 KW. The power supply
will be made available from the state electricity board.
Waste
Approximately 0.52 MT/day of waste will be generated during the operation phase of the
project. Two set of Twin bins of 200 l capacity each will be provided at the lower terminal
station along the south bank and one set will be provided at the upper terminal station
along the north bank. The waste collection frequency will be daily and the waste will be
handed over to the Hyderabad Municipal Corporation.
Manpower
The operation of the proposed project will involve employment of about 40 skilled and semi
skilled staff.
Parking
Parking facilities will be provided at the lower terminal station. An area of 1850 sq.m has
been designated for parking and will accommodate about 100 Cars and 80 two wheelers.
Long Term Climate Trends

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

ISG Ropeway Project
Business Plan V.01
WINTER
January Data
Averages
Average High Temperature 82 °F Average Morning Relative Humidity 80%
Average Low Temperature 63 °F Average Afternoon Relative Humidity 38%
Average Mean Temp 73 °F Typical Sky Cover CLR
Average Dew Point 55 °F Average Precipitation (US Only) N/A
Average Windspeed 7 mph Average Snowfall (US Only) N/A
Average Wind Direction E
Daily Counts
Days With Precipitation 1 Days With Snow 0
Days With Thunderstorms N/A Days With Lows Below Freezing 0
Days With Fog 3 Days above 90° F (32.2° C) 0
Records
Record High 91 °F Record 24-hour Snowfall N/A
Record Low 50 °F Record Monthly Rainfall N/A
Record Wind Speed 53 mph Record 24-hour Rainfall N/A
Record Monthly Snowfall N/A Record Minimum Monthly Precipitation N/A
SUMMER
May Data
Averages
Average Mean Temp 91 °F Typical Sky Cover SCT
Average Wind Direction NW
Daily Counts
Days With Thunderstorms 7 Days With Lows Below Freezing 0
Days With Fog N/A Days above 90° F (32.2° C) 26
Records

ISG Ropeway Project
Business Plan V.01
RAINY SEASON
July Data
Averages
Average Mean Temp 80 °F Typical Sky Cover BRK
Average Wind Direction W
Daily Counts
Days With Thunderstorms 3 Days With Lows Below Freezing 0
Days With Fog N/A Days above 90° F (32.2° C) N/A
Records
The onset of monsoon in Hyderabad district takes place by mid July and lasts up to
October . Hyderabad has mild sub tropical weather conditions. Summers are warm and dry
whereas winters exhibit cool and dry conditions. The mean daily minimum temperature at
occurs in January (9.8 °C) and the mean daily maximum temperature occurs in May
(32.1°C).
Wind Direction: Wind direction is reported as the direction from which the wind blows and
is based on surface observations. Over the course of a year, wind usually blows in all
directions, with varying frequencies. Certain directions occur more frequently than others –
these are known as the prevailing wind directions. On an average, over the course of a year,
the prevailing winds are from the East – South – East direction approximately 21 percent of
the time. Calms (i.e. wind speed less than 1 knot or 0.51444 m/s) are reported 41 percent of
the time.

ISG Ropeway Project
Business Plan V.01
Disaster Management Plan

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

To minimize the effects of the accident on people and property;
Expedite the rescue and medical treatment of casualties;
Safeguard other people;
Evacuate people to safe areas;
Informing and collaborating with statutory authorities;
Initially contain and ultimately bring the incident under control;
Preserve relevant records and equipment for the subsequent enquiry into the cause
and circumstances of the emergency;
Investigating and taking steps to prevent reoccurrence
The DMP has therefore to be related to the identification of potential disasters/accidents.

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

ISG Ropeway Project
Business Plan V.01
EMERGENCY and SUPERVISION
The Company will:

o personally supervise the passenger ropeway and every specified activity or appoint
a competent person to carry out this supervision;
o ensure that persons appointed are competent to carry out duties allocated to them;
o delegate to competent persons, appointed to supervise passenger ropeway, powers
required to exercise supervision;
o Ensure that the names of persons appointed to supervise a passenger ropeway are
made known to any persons who carry out a specified activity or any other
significant activity associated with that passenger ropeway.
Erection And Commissioning Stage

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

o the ropeway is operated safely and within their design limits;
o all safety devices are in working condition;
o the operation is in accordance with relevant operating manuals/procedures
o all operating procedures relating to ropeway are kept under regular review,
improved and updated whenever possible, and implemented by competent persons.

ISG Ropeway Project
Business Plan V.01
SAFETY MEASURES
The ropeway will be provided with the following safety measures:
o The cabins will be provided with door lock, which cannot be opened by the
passengers.
o Carriage of each cabin will be provided with track rope brake.
o Two separate brakes will be provided in the drive of ropeway system. One
spring/weight operated and actuator/thruster released brake will be provided on
brake ring fitted on drive sheave as normal and emergency brake. A second weight
operated thruster released brake is provided on high speed brake drum coupling
which will act as service brake.
o In the event of main supply power failure, full capacity D.G. sets will be provided to
supply power to run drive motors.
o Self-driven rescue carriage and cabin to effect evacuation of stranded passenger
from cabins on line.
o Standby Diesel Engines are to be provided to run ropeway at slow speed to rescue
passengers from line in case of failure of drive motor.
o Line safety devices will be installed on each trestle to immediately stop the ropeway
in the unlikely event of rope derailment.
o Emergency push buttons will be provided at all stations to stop the ropeway
o The Ropeway Main Drive Motors will be tripped if :
o Set rope speed exceeds by 5%
o Wind speed exceeds the set limit
Safety Devices at Stations

All safety devices as per the ropeway system chosen will be provided. In addition,
emergency stop buttons shall be provided at convenient points to stop the cabin lift in the
event of any emergency.
Line Security Devices

Line safety devices will be installed on each trestle, hold downs and pressure frames to
immediately stop the ropeway in the unlikely event of rope derailment. This comprises of
electrical trip limit switch with attachment mounted on line sheave mount. In an accidental
case, if the hauling rope comes out of line sheave it automatically trips the ropeway by the
actuation of limit switch through the attachment. Rope catcher will be provided on the
incoming side of mount beams on line trestles, hold down, P.F. and stations to arrest /
support the hauling rope in case of de ropement.

ISG Ropeway Project
Business Plan V.01
Rescue Arrangement
Since the ropeway needs to fly over land locked residential and busy commercial areas, it
will be provided with an independent rescue arrangement to facilitate the rescue of
passengers( bringing back to the station) who might remain trapped along the line on
account of unforeseen stopping in a reasonable short time and in the easiest and safest
manner. A minimum of two sets of diesel engine operated both directional self driven
rescue carriage will be provided. The rescue carriage will be such that once it is docked
before the stranded cabin, passengers can be shifted to the rescue easily.
Miscellaneous, Communication and Fire Precautions
Anemometers shall be provided to monitor the wind speed and to provide trip signal
to main drive in case wind speeds exceeds a pre-determined set speed.
Communication system shall be available at both the terminal stations and should
be interlinked.
The Public Address system, provided as part of Communication system, shall be
available at both the stations and will be able to operate during power failure.
The wireless system will be provided to communicate while maintenance / rescue
operation on line and for other reasons, when communication through telephone
system will not be possible.
Special precautions shall be taken to protect any part of the ropeway from fire.
Provisions for arresting and mitigating fire hazards due to the storage of fuel for DG
sets should be as per practices for such fuel storage.
MAINTAINING RECORDS
The company will ensure that:

o written procedures are developed for operating the equipment under all reasonably
foreseeable conditions, and that all safety requirements are incorporated into these
procedures;
o records are kept of every critical safety stage in the operation of ropeway;
o operating procedures and all other relevant operating records are freely available to
any person who operates the equipment; and
o all operational data are available for inspection by any authorised person who is
involved with the ropeway, including equipment inspectors.

ISG Ropeway Project
Business Plan V.01
DAILY OPERATIONAL REQUIREMENTS

• Starting of ropeway: Only competent persons authorised by the ropeway
management will start the ropeway.
• Daily inspections: Prior to transporting passengers, a daily inspection will be

conducted by a competent person.
• As a minimum, the inspection will consist of the following:
inspect visually each terminal, station, and the entire length of the ropeway,
including grips, hangers and carriers;
note the position of tension carriages and counterweights, and ensure that
the tensioning system is free to move in both directions;
test the operation of all manual and automatic switches in terminals,
stations, and loading and unloading areas, as per the manufacturer’s
specifications;
test the operation of main drive and all braking systems;
test the operation of communication systems;
note the general condition of the hauling rope.
Termination of Daily Operations: Procedures will be established for terminating daily

operations to ensure that passengers shall not be left on the ropeway after it has been shut
down.
The log book shall be a record of the daily operation of the lift and it will include the
following:
Names and positions of operating personnel;

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

ISG Ropeway Project
Business Plan V.01
MAINTENANCE OF ROPEWAY
The maintenance program will comprise of procedures for addressing all components
subject to load, wear, corrosion or fatigue. This would include:
the types of lubricants required and frequency of application;

the types of testing required and frequency of testing;
the definitions and measurements to determine excessive wear and replacement
criteria;
the recommended frequency of service to specific parts and details of the service
required; and
Identification of other areas that might require specific attention.
The ropeway management shall ensure that:

The ropeway including all safety devices, is maintained in accordance with the
maintenance and inspection schedules and are kept in safe working condition at all
times;
a procedure is in place which requires any faults found in the ropeway to be
reported immediately by the person who finds the fault, investigated and, where
necessary, maintained, adjusted, repaired or altered;
ropeway that has been subject to maintenance, whether routine maintenance or
maintenance in response to a fault found, shall be appropriately tested before
reentering service, to ensure their design compliance; and
all maintenance procedures relating to the ropeway shall be kept in controlled
status, regularly updated and continually improved and shall be executed by
competent persons.
The operator of the ropeway will: record the date, time and full details of any
maintenance work undertaken and the results of any maintenance procedure carried
out;
ensure that maintenance records are available for examination by all persons
concerned, including equipment inspectors; and
keep record of running hours and/or number of loading cycles operated by a
passenger ropeway and its condition, where a passenger ropeway, or any of its
components, is subject to condition monitoring.

ISG Ropeway Project
Business Plan V.01
INSPECTION OF ROPEWAY
The Company shall ensure that
commissioning inspection has been carried out by an equipment inspector, who

shall also witness all relevant tests;
formal pre season inspections are carried out
the ropeway is inspected in-service at least annually for issue of certificate of
inspection
daily and periodic maintenance inspections are carried out
Inspection Intervals: The operator will ensure that the ropeway is inspected in-service and
is:
inspected at commissioning, after the first year of service and thereafter at least
annually;
inspected after their re-erection or re-commissioning;
inspected after major repairs or alterations; and
inspected in the event that they are seriously damaged.
Records: A list of parts to be inspected will be maintained. The operator of the ropeway will
maintain records of the date, time, time and results of any inspection carried out and the
name of the inspection body engaged.
LAND ENVIRONMENT
The construction activities for the proposed project will involve construction of terminal
stations. No impact on the land use is expected as the areas of the terminals comprise of
abandoned land. The waste generated during the construction will be effectively managed.
During operation phase the proposed project will generate about 0.52 MT/day of waste.
Adequate number of collection points will be provided and the waste will be handed over to
the Hyderabad Municipal Corporation.
ECOLOGICAL ENVIRONMENT
The proposed project will have a minor impact on the terrestrial and aquatic ecology during
construction and operation phase. During construction phase, there will a minor impact due
to pollution and disturbance caused. No tree cutting is involved in the project. The
proposed alignment does not coincide with the route of migratory birds and thus will not
have any impact.

ISG Ropeway Project
Business Plan V.01
AIR ENVIRONMENT
The construction activities for the proposed terminal stations will be of small scale and thus
the particulate emissions will be minimal and short term in nature. The dust generated
during the construction phase on the Lake bed and island will be considerably reduced due
to localized meteorological conditions. During operation phase, the project will involve
operation of one DG set of 300 kVA and 10 KVA only for emergency evacuation during
power failure. The predicted incremental concentrations have been estimated to be
negligible. The DG set will be provided with adequate stack height of 7 m and 4 m.
NOISE ENVIRONMENT
The use of construction equipments will lead to increased sound pressure levels. It is
proposed to implement job rotation and to limit the time of operation along with providing
earplugs in areas of high noise exposure. The operation of the cable car system will lead to
noise emissions due to movement of cable car. The impact due to movement of cable car
will be minor and short term in nature. Thus, no impact is envisaged on the noise
environment.

ISG Ropeway Project
Business Plan V.01
PROJECTED OPERATIONAL RESULTS
Detailed data on operational expenses and profits for the forthcoming 5 years of projected
operations have been worked out and given in the statement annexed. While working out
estimates, prices of inputs and selling prices of outputs have been kept at constant rates
assuming that any increase in inputs cost would be effect by proportionate increase in the
selling price. Marginal increase has been provided in other operational cost to cover effects
of possible inflation.
CASH GENERATION & REPAYMENT SCHEDULE
Based on the estimates of cash generation from the operations and considerations the need
to retain certain funds for meeting any other contingent situations, plans for repayment of
the loan has been worked out and enclosed as annexes. By the end of the third year the
company shall be self sufficient to meet the enhanced working capital limits /or /for
expansion or diversification.
PROJECTED CASH FLOWS
A projected cash flow statement of the company at the end of the projected 5 years of
working has been drawn up and given in the statement enclosed. The pictures emerges
from a glance of the date, spread for the 5 years i.e. Increasing levels of reserve
accumulation and decreasing borrowings on the one hand and increasing levels of current
assets on the other with comparatively very less amount blocked in fixed capital. The data
also reveals a comparatively high ratio of equity to debt depicting a growing strong capital
base of the unit over loan funds in the business.

ISG Ropeway Project
Business Plan V.01
CONCLUDING REMARKS
GENERAL
From the foregoing detailed analysis of the Company proposal for plans for launching its
Tourism based Passenger Rope way System in Hyderabad it can be concluded that:
o The Company has been extremely careful and selective in preparing its business
program.
o It has drawn up the scheme after adequately studying tourism market in Hyderabad.
o The plans have been made in such a way that the scalability of the business could
be almost assured with least marketing cost to the Company.
TECHNO ECONOMICAL ASPECTS
The Company has identified time tested competent Ropeway technology suppliers tested
the same on real time market and shall obtain all the requisite licenses, infrastructure,
technology and switches in place. The total plan is made in suitable location with minimum
capital investment. The founders and management are highly qualified and experienced
professionals and posses all required technical know-how in running tourism passenger
ropeway project and have the commercial expertise to run the business efficiently. The
promoters would be on full time occupation with the Company. A suitable and broad based
marketing network has already been planned which could be taken expanded further if
found necessary to achieve for proposed sales targets.
FINANCIAL ASPECTS
The Capital investment proposed is comparatively low and the promoters have necessary
resources to bring in and organize the proposed capital. The projected operational results
show reasonable profit generation by the unit to enable it to meet its debt servicing
obligations. A considerable part of cash generation is proposed to be ploughed back every
year to supplement increased working capital requirement. Thus the venture is a thoroughly
well planned organization and is a sound and viable proposition.

ISG Ropeway Project
Business Plan V.01
FINANCE DATA
CAPEX
Particulars Units Cost Total
Cost
Ropeway System including towers 1 175.00 175.00

Generators 2 25.00 50.00
Power 1 30.00 30.00
Wireless communication and Public address system 1 4.00 4.00
Spares 1 15.00 15.00
Fire fighting 1 3.00 3.00
Safety devices 1 3.00 3.00
Office equipmet / Display 1 2.00 2.00
Misc equipment 1 3.00 3.00
Deposits and preoperative expenses 15.00
total 300.00

ISG Ropeway Project
Business Plan V.01
OPERATING STATEMENT
Name: ISG RopeWay Project
Amounts
in Rs. Lacs
Year 31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14
Sales
1. Gross No.of months 12 12 12 12
i. Domestic Sales 121.88 146.25 170.63 195.00
ii. Export Sales
iii. Other operating/revenue income 15.00 20.00 25.00 30.00
Total 136.88 166.25 195.63 225.00
2. Net Sales (1 - 2) 136.88 166.25 195.63 225.00
3. % age rise (+) or fall (-) in net sales

as compared to previous year (annualised) N/A 21.46% 17.67% 15.01%
4. Cost of Sales
i. Raw materials (including stores and 0 0 0 0
iii. Power and Fuel 10.35 12.42 14.50 16.57
iv. Direct Labour (Factory wages & salaries) 48.00 52.80 58.08 63.89
v. Other manufacturing expenses 5.00 6.00 7.00 8.00
vi. Depreciation 27.00 27.00 27.00 27.00
vii. Sub-total (i to vi) 90.35 98.22 106.58 115.46
x. Cost of Production 90.35 98.22 106.58 115.46
xi. Add: Opening Stock of finished goods
Sub-total (x + xi) 90.35 98.22 106.58 115.46
xii. Deduct: Closing Stock of finished goods
5 xiii. Sub-total (Total Cost of Sales) 90.35 98.22 106.58 115.46
6. Selling, general and administrative expenses 20.53 24.94 29.34 33.75
7. Sub-total (5 + 6) 110.88 123.16 135.92 149.21

ISG Ropeway Project
Business Plan V.01
8. Operating Profit before Interest (3 - 7) 26.00 43.09 59.71 75.79

9. Interest
10. Operating Profit after Interest (8 - 9) 26.00 43.09 59.71 75.79
ii. Deduct: Other non-operating expenses

a. GOVT ROYALTY - 7.5% on sale 9.14 10.97 12.80 14.63
b.
c.
d.
Sub-total (Expenses) 9.14 10.97 12.80 14.63
iii. Net of other non-operating income /

expenses [net of 11(i) & 11(ii)] -9.14 -10.97 -12.80 -14.63
12. Profit before tax/loss [10 + 11(iii)] 16.86 32.12 46.91 61.16
13. Provision for taxes 6.00 12.00 15.00
14. Net Profit / Loss (12 -13) 16.86 26.12 34.91 46.16
15. Retained Profit (14 - 15) 16.86 26.12 34.91 46.16

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

ISG Ropeway Project
Business Plan V.01
LIABILITIES
Amounts in
Rs. Lacs

No.of months 12 12 12 12
CURRENT LIABILITIES
Short-term borrowing from banks
1. (including 0 0 0 0
Sub-total [i + ii] (A)
2. Short term borrowings from others
3. Sundry Creditors (Trade) 3.00 4.00 5.00 6.00
4. Provision for taxation 6.00 12.00 15.00

Other current liabilities &
5. provisions
(due within 1 year) - specify major
items 2.00 3.00 4.00 5.00
a. Provisions for exepenses 2.00 3.00 4.00 5.00
Sub total [2 to 9] (B) 5.00 13.00 21.00 26.00
6. Total current liabilities [A + B] 5.00 13.00 21.00 26.00
TERM LIABILITIES
Debentures (not maturing within 1
7. year)
Preference Shares (redeemable
8. after 1 year)
9. Term loans (excluding instalments

payable within 1 year)
10. Other term liabilities
11. Total Term Liabilities [11 to 16]
12. Total Outside Liabilities [10 + 17] 5.00 13.00 21.00 26.00

ISG Ropeway Project
Business Plan V.01
NET
WORTH
13. Ordinary Share Capital 300.00 300.00 300.00 300.00
14. General Reserve 16.86 42.98 77.89
15. Revaluation Reserve

Other Reserves (excluding
16. Provisions)
Surplus (+) or deficit (-) in Profit &
17. Loss a/c 16.86 26.12 34.91 46.16
18. a. Others -
b.
c.
19. Net Worth 316.86 342.98 377.89 424.05
20. TOTAL LIABILITIES [18 + 24] 321.86 355.98 398.89 450.05

ISG Ropeway Project
Business Plan V.01
ASSETS
Amounts in
Rs. Lacs

No.of months 12 12 12 12
CURRENT ASSETS
21. Cash and Bank Balances 5.00 10.00 15.00 20.00
22. Investments (other than long term)
i. Govt. and other trustee securities
ii. Fixed Deposits with banks 27.86 57.98 109.89 168.05
23. i. Receivables other than deferred &
exports (incldg. bills purchased and
discounted by banks)
24. Inventory: 15.00 20.00 25.00 30.00
i. Raw materials (including stores and
other items used in the process of
manufacture)
ii. Stocks-in-process
iii. Finished goods
iv. Other consumable spares 15.00 20.00 25.00 30.00
a. Imported
b. Indigenous 15.00 20.00 25.00 30.00
25. Advances to suppliers of raw materials
and stores/spares 10.00 20.00 20.00 20.00
26. Advance payment of taxes 6.00 12.00 15.00 20.00
27. Other current assets (specify major items) 10.00 15.00 20.00 25.00
a. Deposits 10.00 15.00 20.00 25.00
Customs &
b. Excise
c.
d.
28 Total Current Assets (26 to 33) 73.86 134.98 204.89 283.05

ISG Ropeway Project
Business Plan V.01
FIXED ASSETS
29. Gross Block (land, building, machinery,
work-in-progress) 270.00 270.00 270.00 270.00
30. Depreciation to date 27.00 54.00 81.00 108.00
31. Net Block (35 - 36) 243.00 216.00 189.00 162.00
OTHER NON-CURRENT ASSETS

32. Investments/book debts/advances/deposits
which are not current assets
Investments in
i. a. subsidiary
companies / affiliates
b. Others
ii. Advances to suppliers of capital goods
and contractors
iii. Deferred receivables (maturity
exceeding 1 year)
iv. Others
a.
b.
c.
Receivables. over 6
d. months
33. Non-consumable stores and spares
34. Other non-current assets including
dues from directors
35. Total Other Non-current Assets (38 to 40)
36. Intangible Assets (patents, good will,

prelim.expenses, bad / doubtful debts not
provided for, etc. 5.00 5.00 5.00 5.00
37. Total Assets (34+37+41+42) 321.86 355.98 398.89 450.05
38. Tangible Net Worth (24 - 42) 311.86 337.98 372.89 419.05
39. Net Working Capital (34 - 10) 68.86 121.98 183.89 257.05
40. Current Ratio (34 / 10) 14.77 10.38 9.76 10.89

41. Total OUTSIDE Liabilities / Tangible
Net Worth (18 / 44) 0.02 0.04 0.06 0.06
42. Total TERM Liabilities / Tangible
Net Worth (17 / 44)

ISG Ropeway Project
Business Plan V.01
ISG RopeWay Project

Performance and Financial Indicators Amounts in Rs. Lacs
31-Mar-11 31-Mar-12 31-Mar-12 31-Mar-14
1 Net Sales 136.88 166.25 195.63 225.00
16.86 32.12 46.91 61.16
2 PBT
12.32 19.32 23.98 27.18
3 PBT/Sales %
16.86 26.12 34.91 46.16
4 PAT
43.86 53.12 61.91 73.16
5 Cash Accruals
300.00 300.00 300.00 300.00
6 Paid up Capital
311.86 337.98 372.89 419.05
7 TNW
0.02 0.04 0.06 0.06
8 TOL/TNW
14.77 10.38 9.76 10.89
9 Current Ratio
N/A 21.46% 17.67% 15.01%
10 Growth in Sales %
Efficiency Ratios
11 Net Sales / Total Tangible Assets 0.43 0.47 0.50 0.51
12 Return on Assets (PBT / TTA) % 5.32 9.15 11.91 13.74
13 Operating Costs / Sales % 61.28 57.84 55.68 54.32
14 Bank Finance / Current Assets (%) 0.00 0.00 0.00 0.00
15 Inventory and Receiv. / Net Sales 40 44 47 49
(days)
1
Total Curr.Asset (TCA) 73.86 134.98 204.89 283.05
2 Other Current Liabilities (OCL) 5.00 13.00 21.00 26.00
3
Working Capital Gap 68.86 121.98 183.89 257.05
4 Net Working.Cap. (NWC)
68.86 121.98 183.89 257.05
5
Assess.Bk.Finance (ABF) 0.00 0.00 0.00 0.00
6
NWC to TCA (%) 93.23 90.37 89.75 90.81
7
Sundry Cred.to TCA (%) 4.06 2.96 2.44 2.12
8 Other CL (exc.sund.cred) to TCA
(%) 2.71 6.67 7.81 7.07
9
Inventories to Net Sales(days) 40 44 47 49

Passenger Ropeway to Connect Lumbini Park and Birla Mandir

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Passenger Ropeway to Connect Lumbini Park and Birla Mandir

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ISG Ropeway Project

Business Plan V.01

PASSENGER ROPE WAY - TOURISM PROJECT

Confidential Page 1 28/01/2010

ISG Compusolutions India Pvt.Ltd

Confidential Page 2 28/01/2010

Due Diligence required

Reproduction and/or distribution prohibited

ISG Compusolutions India Pvt.Ltd

Confidential Page 3 28/01/2010

Genesis – Passenger Ropeway

Confidential Page 6 28/01/2010

THE ISG Rope Way Project:

Confidential Page 7 28/01/2010

Confidential Page 8 28/01/2010

Ropeway from LUMBINI PARK TO NAUBT PAHAD

SALIENT FEATURES OF PROJECT

Size of the Project : 820 m length

(1) PROJECT NEED AND ADVANTAGES

(2) PROPOSED ROPEWAY

Confidential Page 9 28/01/2010

(2) SITE SELECTION CRITERIA

Availability of adequate space for proposed terminal points

(3) LOWER TERMINAL STATION – LUMBINI PARK

The terminal station will be will comprise of passenger handling

(4) UPPER TERMINAL STATION – NAUBAT PAHAD

(5) SELECTION OF ROPEWAY SYSTEM

• Fixed grip gondola system

Confidential Page 10 28/01/2010

(6) DESCRIPTION OF ROPEWAY SYSTEM

Confidential Page 11 28/01/2010

(7) DESIGN AND FUNCTION OF A PASSENGER ROPEWAY

Terminals and towers

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Prime mover and gearbox

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Secondary and auxiliary movers

Carriers and grips

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Economic Profile of hyderabad

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FINANCIAL VIABILITY OF PROJECT

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UTILITIES AND INFRASTRUCTURAL FACILITIES

Long Term Climate Trends

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Disaster Management Plan

To localize the emergency and if possible eliminate it;

The DMP has therefore to be related to the identification of potential disasters/accidents.

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EMERGENCY and SUPERVISION

The Company will:

Erection And Commissioning Stage

Operation Stage GENERAL

The operator of the ropeway will ensure that:

o the ropeway has a valid certificate of inspection;

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