National Highway Logistics

Management Limited
A 100% Subsidiary of National
Highway Authority of India

Project:

DEVELOPMENT OF ROPEWAY PROJECT FROM KAMAKHYA JUNCTION TO KAMAKHYA TEMPLE,

GUWAHATI CITY, ASSAM

Content:

DRAFT FEASIBILITY REPORT

CLIENT CONSULTANT

National Highways Logistics Management Limited JV BERNARD – SALZMANN

G-5 & 6, Sector 10, Dwarka Corporate Regency, Office No.9, B-5,
New Delhi - 110075 Ansal Tower-38, Nehru Place,
India New Delhi – 110019
India
 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

DOCUMENT CONTROL

Version Date Content Prepared Checked Approved

GirNa
0 09.12.2024 Initial Version ShM / ParMu ShM / ParMu
KamVi

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 Kamakhya Temple Ropeway Project
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Project No.: PBC00007.10

TABLE OF CONTENT

LIST OF TABLES ...............................................................................................................................5

LIST OF FIGURES .............................................................................................................................6
ACRONYMS AND ABBREVIATIONS.................................................................................................7
EXECUTIVE SUMMARY ....................................................................................................................8
1. INTRODUCTION..................................................................................................................9
1.1 Project Background ..............................................................................................................9
1.2 Contractual Background .......................................................................................................9
1.3 Objectives of the Project.......................................................................................................9
1.4 Content of Report ............................................................................................................... 10
2. DATA COLLECTION AND GENERAL Study OF Area Profile . Error! Bookmark not defined.
2.1 Provided Documents .......................................................................................................... 10
2.2 Data Collection by the Consultant ....................................................................................... 10
2.3 Physical and Connectivity Details ....................................................................................... 14
3. DEMAND ASSESSMENT .................................................................................................. 24
3.1 Base Data / Data Collection................................................................................................ 24
3.2 Tourist information ............................................................................................................. 24
3.3 Population details ............................................................................................................... 26
4. ROPEWAY TRIP ESTIMATION ......................................................................................... 27
4.1 Passenger Boarding and Alighting ...................................................................................... 29
5. GENERAL CONSIDERATIONS FOR ROPEWAY SYSTEM .............................................. 30
5.1 General .............................................................................................................................. 30
5.2 Key Considerations ............................................................................................................ 30
5.3 General Ropeway Systems ................................................................................................ 30
5.4 Adapted Ropeway System ................................................................................................. 31
6. DESIGN, SPECIFICATION AND METHODOLOGY ........................................................... 32
6.1 Design Codes and Standards for Ropeway Design............................................................. 32
6.2 Basic Design Criteria .......................................................................................................... 34
6.3 Design Methodology........................................................................................................... 36
7. ALIGNMENT OPTIONS ..................................................................................................... 38
7.1 Overview of Options ........................................................................................................... 38
7.2 Critical Areas...................................................................................................................... 39
8. DESCRIPTION OF THE DETERMINED ROPEWAY ALIGNMENT .................................... 42
8.1 Description of Alignment..................................................................................................... 42
8.2 Description of Station and Proposed Tower Locations ........................................................ 43
8.3 Station and Tower Space requirement ................................... Error! Bookmark not defined.

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9. DESIGN OF ROPEWAY SYSTEM ..................................................................................... 44

9.1 Executive Summary Technical Parameters......................................................................... 44
9.2 COMMON REQUIREMENT ............................................................................................... 46
10. TECHNICAL SPECIFICATIONS ........................................................................................ 48
11. PROJECT FACILITIES ...................................................................................................... 49
11.1 General .............................................................................................................................. 49
11.2 Description of Project Facilities ........................................................................................... 50
12. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT .............................................. 54

Appendices: No. of Pages

APP-01 Geological Report 39

APP-02 Demand Assessment Report 28

APP-03 Alignment Options Report 17

APP-04 Benchmarking Report 33

APP-05 Structural Ropeway Design 11

APP-06 Ropeway Drawings 17

APP-07 Environmental Impact Assessment Report 172

APP-08 Utility Survey Plans 1

APP-09 Technical Specifications 22

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Project No.: PBC00007.10

LIST OF TABLES

Table 1: Distances from Guwahati airport to project area. ........................................................................... 16

Table 2: Distances from existing bus station to project area. ....................................................................... 17
Table 3: Distances from existing railway station to project area .................................................................. 18
Table 4: Stratigraphic Sequence in Kamrup district, Assam ........................................................................ 21
Table 5: Coordinates for ropeway station. .................................................................................................. 22
Table 6:Coordinates of tower locations ....................................................................................................... 22
Table 7: Monthly tourist inflow to Kamakhya Temple .................................................................................. 24
Table 8: Tourists Inflow in Assam ............................................................................................................... 24
Table 9: Tourists Inflow in Assam ............................................................................................................... 25
Table 10: Population details of influencing regions ..................................................................................... 26
Table 11 : Estimation of daily trips along the ropeway corridor .................................................................... 26
Table 12: Ropeway ridership estimation ..................................................................................................... 29
Table 13: Boarding and alighting traffic estimation in the peak hour ............................................................ 29
Table 14: Comparison of applicable ropeway systems................................................................................ 31
Table 15: Ropeway Standards ................................................................................................................... 32
Table 16: Options for valley and summit stations ........................................................................................ 38
Table 17: Coordinate system is Universal Transverse Mercator (UTM). ...................................................... 42

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Project No.: PBC00007.10

LIST OF FIGURES

Figure 1 : Alignment in the study area ........................................................................................................ 16

Figure 2: Location of Guwahati International Airport ................................................................................... 17
Figure 3: Location of existing bus stations in Guwahati ............................................................................... 18
Figure 4: Location of existing railway stations. ............................................................................................ 19
Figure 5: Walkway to the Kamakhya temple. .............................................................................................. 19
Figure 6: Example of a longitudinal section showing sufficient vertical clearance ........................................ 35
Figure 7: Example of a fire simulation, whereby blue is below 200°C, green and red above 200°C ............. 35
Figure 8: Safety distance and gauge with consideration of wind effects ...................................................... 35
Figure 9: Head-on station type with platform on ground floor or 1st floor ...................................................... 37
Figure 10: Layout Alignment Options.......................................................................................................... 39
Figure 11: Indicative overview of the alignment .......................................................................................... 42
Figure 12: Kamakhya Parking – Valley station location ............................................................................... 43
Figure 13: Hill station location (Kamakhya dispensary) ............................................................................... 43

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Project No.: PBC00007.10

ACRONYMS AND ABBREVIATIONS

LAP Land Acquisition plan

EIA Environmental Impact Assessment
CGWB Central Ground Water Board
O-D Survey Origin- Destination Survey
PHPDT Peak Hour Peak Direction Traffic
PPHPD (PPHD) Persons Per Hour Per Direction (Persons Per Hour and Direction)
MGD Monocable Detachable Gondola
2S Bi-Cable Detachable Gondola
3S Tri-Cable Detachable Gondola
FUNI Funitel
CEN European Standard
IS Indian Standard
NSB National Standards Bodies
ISO International Organization for Standardization
UTM Universal Transverse Mercator
GRIHA Green Rating for Integrated Habitat Assessment
IGBC Indian Green Building Council
ATM Automated Teller Machine
NBC National Building Code
mbgl metres below ground level
kmh Kilometer-hour
mm milimeter
sqm square-meter
amsl Average Mean Sea Level

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 Kamakhya Temple Ropeway Project
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Project No.: PBC00007.10

EXECUTIVE SUMMARY

The “Uttarakhand Project” comprises of eight (8) individual projects, in various geographic locations. The
project has seen multiple and varied project location changes from those initially identified and assigned to the
contract. The revised and updated locations are now spread across different states in the country and are not
limited to the state of Uttarakhand. To better manage the project delivery , these projects have been divided
into Phase 1 and Phase 2 projects. This report addresses the specific aspects of the Kamakhya temple
ropeway in Guwahati city in the state of Assam which has been assigned as a Phase 02 project.

The various ropeway projects within the phase 1 and 2 works, have to fulfil a combination of tourism and in
certain cases also urban transportation requirements whilst providing an economic and practical addition to
the existing infrastructure network and ensuring that the development and operational cost drivers are met.
Kamakhya Temple ropeway in Guwahati has been identified and designed to fulfill predominantly touristic and
religious pilgrim transportation and improve accessibility over challenging topography.

Specific transportation capacity demands, land availability, development capital costs, together with user
experience, have all been considered together with the use requirements and low operational and maintenance
costs whilst acknowledging the need to design a system that can be safely operated and maintained to ensure
the safety of persons traveling on and operating this ropeway as well as those affected by it. The aspect of
safe operation and maintenance is a key consideration whilst noting the operational environment and historic
safety record.

This report has assessed all these and a number of other factors and has determined the appropriate ropeway
system for the Kamakhya temple ropeway project is a Mono Detachable Gondola system with a transport
capacity demand of 700PPHD. Survey data and site reconnaissance surveys have supported the design and
technology selection and these inspections have further considered the environment and existing land use
together with existing infrastructure development.

Further and specific details are discussed within this report in full consideration of the client’s requirements.

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Project No.: PBC00007.10

1. INTRODUCTION

1.1 Project Background

Kamakhya Temple is a Hindu temple situated on top of the Nilanchal Hill in Guwahati, Assam, India. It is
dedicated to Maa Kamakhya or Kameswari. It is situated in the western part of Guwahati. The temple is at a
height of 257 m above the valley floor and overlooks the Brahmputra river and City of Maligaon, Guwahati. It
is visited by many devotees across India, especially on festivals like Ambubachi and Navaratri.

The proposed ropeway from Kamakhya Railway Station to Kamakhya temple would support access to the
temple by reducing the travel time as well as inconvenience caused due to traffic roadblocks and provide a
comfortable journey free from the influence of the weather.

The project is anticipated to have the following benefits.

• The ropeway will bypass the existing road, the traffic around which is very congested.
• Ropeway will save time of travel and effort of the people in reaching Kamakhya temple.
• The ropeway will attract lots of local tourists too who visit the Guwahati city and open employment
opportunities during construction and operation of the said project.

1.2 Contractual Background

BERNARD Consultants Pvt. Ltd (BERNARD India) in Joint Venture with BERNARD Gruppe ZT GmbH
(BERNARD Austria) and SALZMANN Ingenieure ZT GmbH (SALZMANN) have been awarded the contract by
the National Highway Logistics Management Limited (NHLML) for Carrying out Feasibility Study for
development of Ropeway projects in Uttarakhand. A Change of Scope has been issued by NHLML to
provide consultancy services and assist the development of a ropeway project from Kamakhya junction to
Kamakhya temple in Guwahati city in the state of Assam.

1.3 Objectives of the Project

The overall aim of the project is to add further value to the pilgrim and tourist destinations and make them
easier accessible to all the pilgrims, tourists and residents by developing an alternate eco friendly transporation
system that has minimal disturbance to the existing residents.
This draft-feasibilty report aims to provide study and background information which forms a basis for decision
making in terms of, best practice and financial feasibilty, thus assist the client in his overall project objectives.

In preparing the draft and final feasibility reports, the following steps are undertaken:
• Collect review and study data and available documents
• Review alignment options and conduct a survey of the proposed workable alignment
• Undertake a comparison of different ropeway systems
• Undertake topographical and geographical surveys
• Assess ridership projections by means of a traffic survey and ridership estimation assesment
• Review and assess viable locations for valley and hill stations to support the recommended alignment
option
• Develop a Land Acquisition Plan (Cadastral Maps)
• Undertake a preliminary cost estimation

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Project No.: PBC00007.10

1.4 Content of Report

This report contains the draft feasibility study for the Kamakhya Temple, Guwahati city project location.
It is to be noted that wherever detailed and specialized reports have been prepared for example, geology,
demand assessments, environment reports etc, the approach has been taken within this report that only a
brief executive summary is provided in the appropriate chapters. The detailed and specialized reports are
attached within the appendices for ready reference and as such form an integral part of this feasibility study
report.
It should be noted that the study was completed in a compressed timescale. As a result of these compressed
timescales, some aspects of this study remain to be fully detailed and fully assesed. Implementation
authorities, developers and contractors should be aware of this position and where possible areas of further
assesment, investigation of due dilligence has been highlighted.
These aspects should be considered further and where appropriate experience, knowledge or further
assessment should be undertaken to fully develop the design and design underpinning.
This report has assessed the safety requirements and acknowledges the development and operation
environment. The Client and Contractor are required to work collaboratively to ensure that project risks and
quality issues in design, construction and operation are addressed and that system and operational safety
remain a primary focus and risks are mitigated.

1.5 Provided Documents

No specific document in relation to this project was received from the client.

1.6 Data Collection by the Consultant

Details of Data Collection Period / Date Picture / Example of Output

Site reconnaissance survey by Site

international and national team reconnaissance
members survey undertaken
in August 2023

Topographic survey which was The data was

subsequently processed to create collected from
a Digital Elevation Model. 25.08.2023 to
26.08.2023 and
LIDAR and Drone surveys were
was also based on
conducted to prepare the knowledge gained
topographic model. from the site
The picture on the right shows the reconnaissance
output from the surveys, which has survey.
been used to generate longitudinal
sections along the axis as well as
8 m to the left and right of the axis
line, this data has been used as

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Project No.: PBC00007.10

Details of Data Collection Period / Date Picture / Example of Output

the basis for the design of the

ropeway and alignment.
Utilities surveys by visual Utilities surveys
inspection and survey at each were undertaken
tower and station location. Where during May 2024
possible utility drawings have been
obtained and assessed for detail
of existing services

The survey plans are attached to

this report as Appendix 08 – APP-
08.

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Project No.: PBC00007.10

Details of Data Collection Period / Date Picture / Example of Output

Physical geotechnical The physical

investigations geotechnical
investigations were
To inform the geotechnical undertaken during
understanding and knowledge the period from
boreholes and laboratory tests 15.10.2024 to
have been undertaken for station
17.10.2024
and tower locations.
immediately
Refer to geological report in subsequent to
Appendix 01 – APP-01 having received
drilling permission
from competent
authorities.

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Project No.: PBC00007.10

Details of Data Collection Period / Date Picture / Example of Output

Traffic surveys Traffic surveys

were undertaken
Primary and critical secondary from 02.09.2023 to
data has been obtained for the 07.09.2023
number of tourists and the
quantification of local commuting
traffic.

In addition, Origin-Destination
surveys have been carried out at
three locations and traffic volume
count was conducted at one
location. This data has been used
together with the input from the
client to determine the demand
assessment

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Project No.: PBC00007.10

Details of Data Collection Period / Date Picture / Example of Output

Environmental Survey Environmental

survey were
Refer to EIA Report in Appendix undertaken in the
07 – APP-07 months of Feb 2024

Land Acquisition plan Land Acquisition

survey was
undertaken from
Feb 2024

1.7 Physical and Connectivity Details

Kamakhya temple, situated atop Nilachal hills in the city of Guwahati can be accessed by two existing
motorized roadways. One is through the main Kamakhya temple gate situated beside the Assam trunk road
and utilized primarily by the tourists and the other is lesser known alternate road from the Pandu temple ghat
road. However, the Nilachal hills face constraints in terms of road space, parking and public transport.

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Project No.: PBC00007.10

In addition, the public faces various challenges during the famous Ambubachi mela and Dusserah festival
observed during the month of June and October respectively, there is substancial growth in pilgrims and tourist
inflow to Guwahati and Kamakhya hill. This influx leads to congestion on the access roads and the hilltop itself.
To address these challenges, the temple administration has taken proactive steps, such as the development
of a multi-level car parking facility on the hilltop.
Increase in the pilgrim inflow poses two major problems: traffic congestion on the hilltop and the access roads,
and environmental pollution due to the vehicular emission.
The proposed development of a ropeway connecting the hilltop offers a viable solution to mitigate these issues.
The ropeway shall serve as an alternate mode of transport that will be convenient to the public and eco-friendly
with minimal space requirement and also minimal to no impact on the environment compared to other
transportation modes.
The ropeway is expected to serve as a major attraction in itself and will aid in the increment of the tourist inflow
to the Kamakhya temple. The capacity of the ropeway shall be calculated to accomodate the increase in the
rate of tourist inflow in the future. The ropeway would considerably reduce traffic jams on the hilltop, offer
frequent and reliable service and serve as a reliable mode of transportation to the sacred temple.

Location of the Study Area

The Kamakhya temple is situated atop Nilachal hill in Guwahati city in the state of Assam. The temple is
dedicated to goddess Kamakhya. The temple is one of the 51 pithas in the Shakta tradition and the main
temple is surrounded in a complex of individual temples scattered over the hilltop.
Ambubachi mela (gathering) is one of the significant festival celebrated annually at the temple during the month
of June which attracts a large number of devotees from all corners of the country. The temple remains closed
during the course of three days of the gathering. During these three days, the devotees observe several
restrictions like refraining from activities such as cooking, performing Puja, reading holy books and farming.
The devotees are allowed to enter the temple and worship the goddess only on the fourth day. Other prominent
festivals celebrated at the temple include Manasha Puja and Durga Puja which also attracts significant number
of pilgrims annually.

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Project No.: PBC00007.10

Figure 1 : Alignment in the study area

1.7.1 Terrain

The Kamakhya Temple is situated on Nilachal Hill, which is approximately 800 feet (about 243 meters) above
sea level. The valley floor, which is part of the surrounding area in Guwahati, Assam, is roughly 150 feet (about
46 meters) above sea level. Thus, the vertical height of the temple from the valley floor is around 650 feet
(about 198 meters).

1.7.2 General accessibility

The general connectivity to the Kamakhya temple through various modes of transport are described in the
section.

[Link] Air

Lokpriya Gopinath Bordoloi International Airport, also known as Guwahati International Airport is the major
airport located close to the project area. The airport is about 20 km west of the city centre. The distance from
the Guwahati airport to the locations relevant to the project are tabulated below for reference.
Table 1: Distances from Guwahati airport to project area.
S. No Location Distance from Guwahati International
airport
1 Kamakhya railway station 15 km
2 Kamakhya Temple gate 17 km
3 Kamakhya Temple 20 km

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Figure 2: Location of Guwahati International Airport

[Link] Road

Guwahati is well connected with the adjoining cities and states through bus service. The three nodal points of
Adabari, Paltan Bazar and ISBT Guwahati provide bus service to towns and cities in Assam and adjoining
states. The distance from the bus station to the Kamakhya Temple are tabulated below for reference.
Table 2: Distances from existing bus station to project area.
S. No Location Distance from bus stations
Guwahati ISBT ASTC Bus station Adabari Bus
station
1 Kamakhya railway station 8.3 km 8.2 km 3.3 km
2 Kamakhya Temple gate 9.6 km 5.1 km 3.6 km
3 Kamakhya Temple 12.6 km 8.1 km 6.6 km

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Figure 3: Location of existing bus stations in Guwahati

[Link] Rail

Kamakhya railway station (Kamakhya Junction) is the second largest station of the city after Guwahati station
and is close to the Kamakhya temple. Guwahati city is well connected with all the major cities of the country
through rail network. Currently from the railway station, a taxi can be hired or a local bus can be boarded to
get to the Kamakhya temple on the hilltop. The distance from the Kamakhya railway station to the Kamakhya
temple are tabulated below for reference.

Table 3: Distances from existing railway station to project area

S. Location Distance from railway station
No Kamakhya railway station Guwahati railway station
1 Kamakhya railway station - 7.1 km
2 Kamakhya Temple gate 2.4 km 4.8 km
3 Kamakhya Temple 5.4 km 7.8 km

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Figure 4: Location of existing railway stations.

From the Kamakhya Temple gate situated at the base of the hill, the Kamakhya Temple is currently accessible
by various modes of transport such as bus, 3-wheeler auto, taxi or car, via a 3 km long 2 lane road that is
shared by motorised traffic and pedestrians. The public and private vehicles are permitted to travel up to the
multi-level parking building. From this point onward, pilgrims are required to walk to the Kamakhya temple.

Figure 5: Walkway to the Kamakhya temple.

1.7.3 Soil, Geology and Groundwater

[Link] General

In the chapters below, a brief summary of the geological conditions in the project area is provided. A more
detailed geological report along with bore-log data is appended to this feasibility report (refer Appendix 01 –

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APP-01).

[Link] District Characterization

Kamrup (M) District of Assam covers an area of 1528 sq km falling under Survey of India degree sheet no.
78N. It was carved out of the erstwhile undivided Kamrup District in 2003 and is bordered by Darrang and
Kamrup districts towards north, Meghalaya and Kamrup district towards south, Morigaon district towards east
and Kamrup district towards west. The district headquarter is Guwahati. The Kamrup Metropolitan District is
one of the most well-connected districts in Assam. National Highway 37 passes through the district. The district
is well connected with other districts by rail. The Guwahati Railway station is a major railway junction of the
North-east Frontier railway. The Lokapriya Gopinath Bordoloi International Airport in the district is the largest
and busiest airport in North East India.
The elevation in the district is approximately 146m above mean sea level. The district experiences a sub-
tropical climate with cold winter and semi-dry summer. The annual rainfall ranges from 1500mm to 2600mm
and the annual temperature ranges from 7° to 38.5°C with an average humidity of 76%. The mighty river
Brahmaputra flows from east to west in the northern part of the district. Other tributaries of the Brahmaputra
namely Kopili and Digaru flow through the district. Digaru River flows towards the north east and joins the
Kopili River and then merges with the Brahmaputra River. Geomorphologically, the district is divided into the
active floodplain, older floodplain, highly dissected structural hills and valleys, moderately dissected structural
hills and valleys, low dissected structural hills and valleys, younger alluvial plain, and pediment piedmont
complex. Denudational hills cover 60% of the district, including the extension of the Assam Meghalaya plateau
foothills. These denudational hills lie between the rugged terrain hills and the valleys distributed unevenly in
the foothill belt. Fluvial landforms cover 40% of the district comprising flood plains, alluvial plains, abandoned
channels, etc.
Geologically, the district consists of litho units of Proterozoic to Meghalayan age. The Assam Meghalaya
Gneissic Complex (AMGC) comprising of gneiss, schist, migmatitic granitoid intruded by younger acidic
(granite, aplite, pegmatite) rocks. In the southeastern corner of the district, basement rocks have been intruded
by Neo-proterozoic to Early Paleozoic granitic plutons comprising porphyritic granites. The Quaternary
sediments comprising of sand, silt and clay occupy the northern and western part of the district. They have
been classified into three morpho stratigraphic units comprising the Chapar, Hauli and Barpeta-I & Barpeta- II
formations. The Quaternary sediments occupy the valleys and are deposited over the undulated and faulted
basement of granitic rocks forming the plain area.
Groundwater occurs in the Precambrian rocks in the shallow weathered zone and the joints and fractures are
potential water-bearing zones. In the alluvial plains, groundwater occurs down to the depth of 305m. Sand of
various grades with gravel is suitable for tube wells. Water level rests at a shallow depth and between 2-5m
bgl during the pre-monsoon period. Groundwater arsenic contamination of 13-18 pg/L is reported from Azara
locality. The land use pattern of the district is divided into five major types namely vegetation cover, agricultural
land, water body, settlement with trees and built-up area. The district has 40% vegetation cover area and 35%
of the district is covered by agricultural land. Due to the high rate of deforestation and urbanization in the
district, the land use classes are changing rapidly. The built-up area is increasing with a significant decrease
in the area covered by water bodies, cultivated land, forest cover and wetlands. Geotechnically, Kamrup (M)
district has been divided into three morphotectonic units namely alluvial fill in intracratonic linear depression,
late to post-tectonic basement crystalline and basement crystalline rocks. Alluvial fill intracratonic linear
depression comprising unconsolidated sand silt [Link] unit has very high permeability with low to
medium comprehensive strength. These sediments have poor foundation characteristics. However, basement
crystalline granitic rocks are low in permeability with medium to high bearing capacity and have good
foundation characteristics. The gneisses and schist enclaves possess medium bearing capacity with 500
kg/cm2 compressive strength. The gneisses have good foundation characteristics. Rainfall-triggered
landslides around the district are a common feature in hazard studies.
Mineral Resources: Granite and granite gneiss in the area are extensively quarried for use as dimension stones
and building stones. The alluvial clay of the Brahmaputra basin is often highly plastic and used locally in the
manufacture of bricks and tiles. Mineral occurrence Molybdenite (0.05 to 0.11%) in the Pegmatites within
AMGC was reported in some parts of the Khetri area in 2021.

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Table 4: Stratigraphic Sequence in Kamrup district, Assam

Formation Group Lithological Description Age

Barpeta-II Newer Alluvium Unstabilised & unoxidized sand, Meghalayan

silt and clay
Barpeta-I White to greyish sand, silt,
pebble and clay
Hauli Feebly oxidised and unoxidised Holocene
sand, silt and clay
Older alluvium Highly oxidised dark brown to Middle to Late
Chapar red brown loamy sand Pleistocene

Granite Plutons Grey to pink porphyritic granite Neoproterozoic –

Nongpoh Early Paleozoic

Migmatite and banded gneiss Assam-Meghalaya Gneissic PaleoProterozoic

Complex NeoProterozoic
Basement Banded migmatitie and quartzo-
complex feldspathic gneiss
Unclassified gneiss

1.7.4 Climate, Rainfall, Temperature and Average Wind Speed

Kamrup district, located in the state of Assam, India, experiences a humid subtropical climate characterized
by significant rainfall and temperature variations throughout the year. Here's a breakdown of the climate,
rainfall patterns, temperature ranges, and average wind speed in the region:
Climate
Type: Humid subtropical climate (Köppen classification Cwa).
Seasons: The district has three main seasons: winter (November to February), summer (March to May), and
monsoon (June to October).
Rainfall
Annual Average: Kamrup receives substantial rainfall, averaging around 2,000 to 3,000 mm (approximately
79 to 118 inches) annually.
Monsoon Season: The monsoon season, from June to October, accounts for the majority of the rainfall, with
July and August being the peak months.
Temperature
Winter: In winter, temperatures can range from 8°C to 20°C (46°F to 68°F).
Summer: During summer months, temperatures typically range from 25°C to 40°C (77°F to 104°F).
Monsoon: Rainfall often causes humidity levels to rise, with temperatures ranging from 20°C to 30°C (68°F to
86°F).
Average Wind Speed
The average wind speed in Kamrup district is generally low, around 5 to 15 km/h (approximately 3 to 9 mph),
with variations depending on the season and weather conditions. During the monsoon, wind speeds may be
higher due to storm activity.

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1.7.5 Land Use

Below, a brief summary of the Land Use / Land Requirement of the project is provided.
The project is located in Kamrup metropolitan area of Kamrup district which is partly populated land and partly
forest land. The ropeway is proposed to be developed from Kamakhya Railway station to nearby Kamakhya
temple. The area of influence belongs to government, railway and private ownership. 1811.05 sq m area is
required for development of valley station including tower 1 and parking area, 1235.577 sq m is required for
development of hill station and tower 6 including the retaining wall, 54 sq m area is required for development
of railway line protection structure and 824.411 sq m is required for development of tower structure.
Access for construction and installation will be required for towers and cable pulling together with emergency
planning and evacuation.

[Link] Coordinates of Station area and tower location

The coordinates and the areas of the ropeway station and towers are presented in the following tables.
Table 5: Coordinates for ropeway station.
STATIONS LOCATIONS
Chainage UTM, WGS84- 46N
S. No. Location Area (sq. m)
(km) Latitude (N) Longitude (E)
2893763.926 369341.649
2893775.627 369340.72
2893777.2 369361.248
2893799.768 369362.735

1 Valley Station + Tower 01 (15.0m) 0+021 1811.050 2893793.97 369389.438

2893793.91 369390.94
2893784.78 369416.73
2893763.176 369414.708
2893765.577 369367.572

2894366.914 370595.161
2894392.372 370587.971
2894405.796 370640.641
2894388.998 370645.774
2 Hill Station + Tower 06 (17.0m) 1+364 1235.577
2894387.566 370640.5
2894381.373 370639.829
2894367.083 370608.985
2894371.119 370606.787
2893805.238 369420.594
2893801.745 369430.358
Railway Line Protection structure 58+000& 2893798.411 369440.200
3 54+000
(3x3 sqm) x 6 Nos. 83+000 2893816.921 369444.354
2893813.395 369454.004
2893809.887 369463.672
Total area, sqm 3100.627

Table 6:Coordinates of tower locations

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Project No.: PBC00007.10

TOWERS LOCATIONS
Chainage UTM, WGS84- 46N
S. No. Tower (Ht) Area (sq.m) Dimensions (m)
(km) Latitude (N) Longitude (E)
2893819.629 369477.454
2893828.527 369473.033
1 Tower 02 (35.0m) 0+116 105.975 10.7m x 9.9m
2893833.273 369482.586
2893824.375 369487.007
2893991.568 369829.532
2894005.001 369822.858
2 Tower 03 (48.0m) 0+507 256 16.0m x 16.0m
2894011.675 369836.291
2893998.242 369842.965
2894195.791 370240.596
2894209.224 370233.922
3 Tower 04 (47.0m) 0+966 256 16.0m x 16.0m
2894215.898 370247.356
2894202.465 370254.03
2894352.001 370549.583
2894361.097 370545.044
4 Tower 05 (19.0m) 1+310 206.436 14.6m X 14.2m
2894365.801 370554.514
2894356.705 370559.052
Total area, Sqm 824.411
G. Total Area, Sqm 3925.038 or 0.3925 (ha.)

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 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

2. DEMAND ASSESSMENT

Below, a brief summary of the Demand Assessment of the project is provided. More details are appended to
this feasibility report (refer Appendix 03 – APP-03).
2.1 Base Data / Data Collection
As part of the data collection, Visitor inflow data to Kamakhya Temple has been collected from the Maa
Kamakhya Devalaya (Temple data) and Directorate of Tourism, Assam (Tourist Statistical Data) for the past
6-7 years from 2016 to 2023. This information contains annual visitor numbers as well as the annual tourist
inflow into the Kamakhya city. The actual data has been used to support calculations of the annual growth rate
of visitor number and forms a key factor in determining daily visitor numbers.
Origin and Destination (OD) surveys were carried out at two specific project locations. In addition, Classified
Traffic Volume Count (CVC) was conducted using a manual count at 2 location for eight days. Traffic survey
was conducted for the project during the month of September 2023.
The study of the data above has been carefully evaluated and reviewed and used to produce the Demand
Assessment Report (refer Appendix 03 – APP-03). It analyses the collected data and other relevant information
and establishes a tentative pattern of travel behaviour and forecasts the future traffic demand for the Kamakhya
Temple ropeway project. The demand assessment has been produced with the base year of 2026 and a
forecast over the next 30 years period.

2.2 Tourist information

Tourist/ Pilgrims inflow to Kamakhya Temple data has been collected for the past 07 years from January 2017
to March 2023. This information contains monthly visitor numbers and has been used to calculate the annual
growth rate of the number of visitors and to determine peak period of monthly and daily visitor numbers. The
estimated future ridership calculation is also based on the actual visitor data.
Table 7: Monthly tourist inflow to Kamakhya Temple
Monthly Distribution of Visitors
Month 2017 2018 2019 2020 2021 2022 2023
January 46,376 51,303 63,079 42,572 13,393 32,562 45,402
February 54,757 52,165 57,031 54,489 13,933 35,857 56,391
March 58,408 49,341 60,756 32,033 13,965 41,982 57,313
April 59,899 54,225 60,692 - - 44,863 52,458
May 62,402 46,145 60,587 - - 47,382 56,801
June 45,307 54,425 40,614 - - 81,369 86,669
July 42,916 48,305 62,549 - - 64,321 70,116
August 48,439 48,732 49,257 - 13,342 56,226 61,304
September 46,583 49,588 47,418 - 27,345 58,326 63,602
October 53,334 50,050 48,765 - 31,483 59,477
November 43,558 49,823 58,448 11,683 34,320 62,364
December 54,427 46,768 28,549 11,097 38,795 32,440
Total 6,16,406 6,00,870 6,37,745 1,51,874 1,86,576 6,17,169 5,50,056

Ambubachi
15,22,472 16,25,981 16,93,635 - - 4,32,332 -
Mela (June)

Table 8: Tourists Inflow in Assam

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Project No.: PBC00007.10

18 years Tourist Inflow in Assam State

Year Domestic International Total
2004 22,86,630 7,285 22,93,915
2005 24,76,656 10,782 24,87,438
2006 32,68,657 11,151 32,79,808
2007 34,36,484 13,105 34,49,589
2008 36,17,306 14,426 36,31,732
2009 39,98,706 14,533 40,13,239
2010 40,50,924 15,157 40,66,081
2011 43,39,485 16,400 43,55,885
2012 45,11,407 17,542 45,28,949
2013 45,11,407 17,542 45,28,949
2014 46,84,527 17,638 47,02,165
2015 48,35,492 21,725 48,57,217
2016 54,91,507 24,673 55,16,180
2017 56,42,950 26,320 56,69,270
2018 59,34,791 31,739 59,66,530
2019 47,10,971 25,739 47,36,710
2020 12,66,898 7,285 12,74,183
2021 14,09,161 536 14,09,697
2020 onwards Tourist visits were reduced owing to COVID restrictions.
Source: [Link]
[Link]

Table 9: Tourists Inflow in Assam

13 years Tourists Inflow in Assam State

Year Domestic International Total
2010-2011 41,27,447 15,633 41,43,080
2011-2012 44,08,336 16,660 44,24,996
2012-2013 45,44,666 17,708 45,62,374
2013-2014 44,44,393 19,086 44,63,479
2014-2015 48,63,826 20,005 48,83,831
2015-2016 56,42,950 26,320 56,69,270
2016-2017 54,13,156 28,419 57,13,156
2017-2018 59,34,791 31,739 59,66,530
2018-2019 60,27,002 41,209 60,68,211
2019-2020 51,46,307 18,594 51,64,901
2020-2021 13,51,690 347 13,52,037
2021-2022 17,01,701 1,231 17,02,932
2022-2023 98,12,195 18,946 98,31,141
Source: Statistical Officer, Directorate of Tourism, Assam.
2020 onwards Tourist visits were reduced owing to COVID restrictions.

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2.3 Population details

Kamakhya Temple is situated in Kamrup district of Assam. Population details for the Guwahati metropolitan,
Kamrup District, Kamrup Metropolitan and Assam state have been collected for the past three decades. Using
this data, population projections have been made for the next four decades. As per the latest population cen-
sus conducted in 2011, the Kamrup district had a local population of 15,17,542 inhabitants and it is expected
to grow steadily in the coming decades.
Based on the demographic trends observed in the Census data, the compound annual growth rates for the
local population of Guwahati metropolitan, Kamrup District, Kamrup Metropolitan and Assam state have been
calculated as 2.14%, 1.33%, 1.54% and 1.48% respectively. These growth rates have been used to forecast
the local population for the next four decades, as presented in the table below:
Table 10: Population details of influencing regions

Guwahati Kamrup Kamrup Assam

Year
(Metropolitan) (District) (Metropolitan) (State)
1991 - 10,59,578 7,71,477 2,24,14,322
2001 8,18,809 13,11,698 10,59,578 2,66,55,528
2011 9,62,334 15,17,542 12,53,938 3,12,05,576
2021 12,51,000 17,10,000 14,40,000 3,57,90,000
2031 15,46,303 19,52,438 16,78,716 4,14,71,420
2041 19,11,314 22,29,248 19,57,006 4,80,54,726
2051 23,62,487 25,45,303 22,81,428 5,56,83,088
Source: [Link]

2.4 Daily, Peak Month and Annual trips along the Ropeway Corridor
The daily trips along the corridor will be made mostly by tourists/pilgrims travelling to Kamakhya Temple
coming from the Kamakhya Railway Junction or Assam Trunk Road (west). The number of daily trips is
estimated from the average of monthly visitor numbers of all the months supplied by the Directorate of Tourism,
Guwahati, Assam.
The annual estimation in the peak direction is based on the daily traffic estimation, considering 330 days of
operation in a year.
Table 11 : Estimation of daily trips along the ropeway corridor
Directions
Year Uphill Downhill Peak direction Peak direction Peak direction Uphill direction
(PPHPD) (PPHPD) daily average month annual annual

2025 317 354 3288 88776 1085040 971520

2026 334 373 3464 93528 1143120 1023660
2027 352 393 3650 98550 1204500 1078770
2028 371 414 3845 103815 1268850 1137180
2029 391 436 4050 109350 1336500 1198560
2030 412 460 4273 115371 1410090 1262910
2031 429 479 4449 120123 1468170 1315050
2032 448 500 4644 125388 1532520 1373130
2033 467 521 4839 130653 1596870 1431540
2034 487 544 5053 136431 1667490 1492590

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Project No.: PBC00007.10

Directions
Year Uphill Downhill Peak direction Peak direction Peak direction Uphill direction
(PPHPD) (PPHPD) daily average month annual annual

2035 508 567 5266 142182 1737780 1556940

2036 525 587 5452 147204 1799160 1609080
2037 543 607 5638 152226 1860540 1664190
2038 562 628 5833 157491 1924890 1722600
2039 582 650 6037 162999 1992210 1783980
2040 602 672 6242 168534 2059860 1845030
2041 619 691 6418 173286 2117940 1897170
2042 636 711 6604 178308 2179320 1949310
2043 654 731 6790 183330 2240700 2004420
2044 673 752 6985 188595 2305050 2062830
2045 692 773 7180 193860 2369400 2120910
2046 709 792 7356 198612 2427480 2173050
2047 726 811 7533 203391 2485890 2225190
2048 744 831 7718 208386 2546940 2280300
2049 763 852 7913 213651 2611290 2338710
2050 781 873 8108 218916 2675640 2393820
2051 799 892 8285 223695 2734050 2448930
2052 816 912 8471 228717 2795430 2501070
2053 834 931 8647 233469 2853510 2556180
2054 852 952 8842 238734 2917860 2611290
2055 871 973 9037 243999 2982210 2669700
2056 889 993 9223 249021 3043590 2724810

2.5 Conclusion of Demand Assessment

Based on the data collected during the traffic survey and tourist statistics provided by the Directorate of
Tourism, Guwahati, Assam, the demand assessment for the ropeway has been calculated for the next 30
years with the base year as 2026. The projected number of visitors expected to use the ropeway during the
peak hour in the peak direction is approximately 373 passengers per hour per direction (PPHPD) in the year
2026. This number is expected to increase to over 691 PPHPD by the year 2041, assuming an average travel
price of INR 110 per ride per direction.
Considering the ropeway demand in 2056, 10 working hours per day and occupancy factor of 90% for hourly
variation in peak, the theoretical capacity comes out to 691 person per hour (PPH). In light of the above
considerations, it is recommended that the ropeway system may be designed with a capacity of 700 PPH.
However, in the initial period, the ropeway can run with a lower capacity as per actual requirement and ultimate
capacity could be achieved either by adjusting the number of cabins or by adjusting the system speed. After
2040, the ropeway may run for 12 hours per day during peak season, to accommodate the additional traffic.
It is recommended that a passenger ropeway system be designed and installed with a capacity of 700 PPHD.
However, for optimal utilization of the ropeway system, the following measures can be taken:
• The number of cabins/speeds can be reduced while operating, during normal working days.
• Increased time of operation/ speed during peak seasons, depending on the actual need.
• Round ticket fare can be fixed in such a manner that all incoming tourists during normal period can
be lured to avail the ropeway system and thereby a sizeable amount of traffic is guaranteed.

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• Proper marketing of the ropeway in Kamakhya and Guwahati is essential for the viability of the
ropeway.
The demand assessment was performed by following state-of-the-practice methodology used in the
transportation planning field. However, some of the supplied critical data have uncertainties, the values of
some of the relevant factors and parameters were assumed in such a way that the final calculation results
match the conditions at the project location.

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 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

3. ROPEWAY TRIP ESTIMATION

The modal split estimation considers 8 transportation modes: personal car, private taxi, shared taxi, 2-wheeler,
3-wheeler, tempo-traveler, bus, and the ropeway . The share of the ropeway is estimated to be approximately
22.11%. The estimation was made for peak hour period of the average month’s average day.
Following table shows the final PHPDT Count:
Table 12: Ropeway ridership estimation

S. No. Details PHPDT Count

1 Traffic Demand for the year 2026 373
2 Traffic Demand for the year 2031 479
3 Traffic Demand for the year 2036 587
4 Traffic Demand for the year 2041 691

3.1 Passenger Boarding and Alighting

There are no intermediate stations. Therefore the alighting traffic at UTP and LTP is equal to the whole traffic
of the ropeway. Based on the Traffic Volume Count (TVC) data, on an average day of the week, the traffic of
the Kamakhya direction is 50.17%.
Table 13: Boarding and alighting traffic estimation in the peak hour

Year Kamakhya Temple direction Kamakhya Railway Junction direction

2025 317 354
2030 412 460
2035 508 567
2040 602 672
2045 692 773
2050 781 873
2055 871 973

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 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

4. GENERAL CONSIDERATIONS FOR ROPEWAY SYSTEM

4.1 General
A brief summary of the general considerations with regard to the adaption of the most suitable ropeway system
for Kamakhya Temple Ropeway is provided below. More details are appended to this feasibility report (refer
Appendix 05 – APP-05).

4.2 Key Considerations

The ropeways discussed in this section of the feasibility report focus on mountainous areas with significant
areas of vertical assent to be overcome. The selection of a suitable ropeway system for mountainous
environments is therefore based on the following criteria:
• Profile: Terrain profile with respect to tower spacing. A spacing of 300m -400m is generally adequate
and adopted.
• Capacity: A capacity of 700 PPHPD (persons per hour per direction) is deemed equivalent to the
potential ridership for the project whilst being contingent on managerial and operational safety controls.
• Cost: Minimisation of cost is required, whilst maintaining quality and safety standards. The client has
stipulated that the ropeway shall be operated 330 days per year and 10 hours per day. This places
very high demand on components and therefore special designs and specifications for longer
operating life spans of mechanical parts has to be provided.
• Land acquisition: In this specific project environment, there is a need to minimise the land usage for
stations, towers, and associated infrastructure: land take reduction remains a significant project
objective in mountainous ropeway projects recognising the preservation objectives of forest and the
natural habitat of the local flora and fauna. Access for construction, operation and maintenance as
well as emergency access and way should also be considered within the acquisition plan.

Further important considerations for mountainous ropeway systems are:

• Clearance to existing trees (and flexibility for variable clearances)
• Tower type position, plan size and height
• Station position and platform height
• Fire hazards
• Constructability within the existing environment and construction quality.
• Ease of maintenance
• Means of evacuation

4.3 General Ropeway Systems

Ropeway systems commonly used internationally are:
• Monocable Detachable Gondola (MGD)
• Bi-Cable Detachable Gondola (2S)
• Tri-Cable Detachable Gondola (3S)
• Funitel (FUNI)
• Aerial Tram / Jig Back Ropeway

Following the overview of each cable car system provided above, a comparison table of each system is
provided below. This table identifies and compares high level specific criteria of each system.

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Project No.: PBC00007.10

Table 14: Comparison of applicable ropeway systems

Max. Relative
Max. Cabin
Aerial Ropeway Systems Tower Land Use Capital Example
Capacity Capacity
Spacing Costs
PPHD P m

Monocable Detachable
MGD 4,500 10 400 Low Low
Gondola

Bicable Detachable
2S 5,000 15 700 Medium High
Gondola

Tricable Detachable
3S 6,000 36 2,500 High High
Gondola

Funitel FUNI 5,000 24 800 High High

Aerial Tram / Jig Back

ATW 1,500 200 2,500 High High
Ropeway

The serviceability and functional needs of each cable car system are specific to the location, use and client’s
requirements and, as such, the selection of the appropriate technology and specific cable car system is driven
by many factors. Overall performance will govern the final selection, and, in some cases, there may be a
balance between selected factors which provide an overall performance as opposed to a complete adherence
to a single performance criterion.

4.4 Adapted Ropeway System

Based on the comparison of systems in Table 14, and considering clients requirements and the relative
benefits and advantages of the respective systems, together with economic and operational issues, it has been
concluded that the Monocable Detachable Gondola system best meets the criteria for Kamakhya ropeway,
since the capacity requirement is achieved, the maximum tower spacing is greater than the envisaged tower
spacing, and the land use and investment cost is lower than other systems.

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Project No.: PBC00007.10

5. DESIGN, SPECIFICATION AND METHODOLOGY

5.1 Design Codes and Standards for Ropeway Design

The following standards are used worldwide for the design and construction of ropeways:

• European Standard (CEN)

• American National Standards Institute
• National Standard of the People’s Republic of China
• Indian Standard (IS)
The ropeway system must be designed and manufactured according to the latest standards, whereby the
common standard for ropeway systems is the European CEN-Standard. Since this standard has acceptance
in India, it is recommended that the design of the ropeway is based on these standards.

European Standards are based on a consensus which reflects the economic and social interests of 31 CEN
Member countries channelled through their National Standards Bodies (NSBs).

Standards are either used by business associations for standardisation or developed to support European
legislation. Reference to standards in a legal text is seen as an effective way of ensuring that products meet
the essential health and safety requirements of the legislation, better than drafting detailed legislation.

European standards are developed with a global perspective. CEN has signed the ‘Vienna Agreement’ with
the International Organization for Standardization (ISO) through which common European and international
standards can be developed in parallel. More than 30% of the European Standards adopted by CEN are
identical to international standards. These EN/ISO standards have the dual benefits of automatic and identical
implementation in 31 CEN Member countries, and global applicability.

The ropeway safety is defined in the European Ropeway Regulation (EC) 2016/424. The following harmonized
standards are defined in the regulations below:

Table 15: Ropeway Standards

Standard Content of the standard To be applied for
EN 1709:2019 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Pre-commissioning inspection, Ropeways,
maintenance, operational inspection and checks
EN 1907:2018 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Terminology Ropeways,
EN 1908:2015 Safety requirements of cableway installations designed All types of Aerial
to carry persons - Tensioning devices Ropeways
EN 1909:2017 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Recovery and evacuation Ropeways
EN 12385-8:2003 Steel wire ropes - Safety - Part 8: Stranded hauling and All types of Aerial
carrying- hauling ropes for cableway installations Ropeways,
designed to carry persons
EN 12385-9:2003 Steel wire ropes - Safety - Part 9: Locked coil carrying All types of Aerial
ropes for cableway installations designed to carry Ropeways
persons

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Standard Content of the standard To be applied for

EN 12397:2017 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Operations Ropeways
EN 12408:2005 Safety requirements for cableway installations designed All types of Aerial
to carry persons – Quality Control Ropeways
EN 12927:2019 Safety requirements for cableway installations designed All types of Aerial
to carry persons – Ropes Ropeways
EN 12929-1:2015 Safety requirements for cableway installations designed All types of Aerial
to carry persons - General requirements Part 1: Ropeways
Requirements for all installations
EN 12929-2:2015 Safety requirements for cableway installations designed reversible bi-cable aerial
to carry persons - General requirements Part 2: ropeways without carrier
Additional requirements for reversible bi-cable aerial truck brakes
ropeways without carrier truck brakes
EN 12930:2015 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Calculations Ropeways
EN 13107:2016 Safety requirements for cableway installations designed All types of Aerial
to carry persons – Civil engineering works Ropeways
EN 13223:2015 Safety requirements for cableway installations designed All types of Aerial
to carry persons – Drive systems and other mechanical Ropeways
equipment
EN 13243:2015 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Electrical equipment other than for Ropeways
drive systems
EN 13796-1:2017 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Carriers - Part 1: Grips, carrier trucks, Ropeways, (as
on-board brakes, cabins, chairs, carriages, maintenance applicable for ropeway
carriers, tow- hangers
configuration)
EN 13796-2: 2017 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Carriers - Part 2: Slipping resistance Ropeways
test for grips
EN 13796-3: 2017 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Carriers - Part 3: Fatigue tests Ropeways
EN ISO 12944 Paints & Varnishes: Corrosion Protection of Steel Cable Liners and all
Structures by protective paint systems. types of aerial systems
where applicable
EN 17064:2019 Safety requirements for cableway installations designed All types of Aerial
to carry persons - Prevention and fight against fire Ropeways
EN 1090 Execution of Steel and Aluminum Cable Liners and all
Structures types of aerial systems
where applicable
EN 1993 Design of Steel Structures Cable Liners and all
types of aerial systems
where applicable

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5.2 Basic Design Criteria

The design is based on the CEN-Standards. Based on these standards, the following assessments must be
completed, with the most important highlighted in bold:
• Geological Investigation
• Danger of landslides or flood
• Wind forces
• Fire hazard
• Work safety
• Evacuation
• Safety analysis in mechanical and electrical systems, including verification of clearance

Particular challenges for mountainous ropeway systems to be considered in design are:

• Land use for stations, towers, corridor
• Clearance to existing trees, rural buildings (if any) and roadways
• Tower position and size
• Station position and platform height
• Fire danger
• Construction and maintenance Phase
• Options for evacuation
• Environmental factors such as flooding, earthquakes, landslides and avalanche.

5.2.1 Fire Hazard

Fire below or near the rope can cause high temperatures at the rope, which loses strength at a temperature
of 200°C. The main targets to manage fire hazards are therefore:
• to protect the rope against high temperatures, since the rupture of the rope would cause catastrophic
damage along the length of the ropeway line; and
• to protect passengers in the cabins, close to the fire.
The rope and cabins can both be protected from external sources of fire with sufficient vertical clearance to
existing buildings or other combustible material such as trees and rural farm buildings. In accordance with the
CEN-standard this should be 20 m. The clearance for a project is determined by preparation of a longitudinal
section with marked clearance lines, as depicted below. The clearance can be optimised by means of a fire
simulation. The input data into such a simulation are the size and construction of the houses and the use. From
this, the fire load is calculated, which is fundamental to the calculation of the temperature on the rope.

Fire safety and assessment must be appropriately considered and designed to ensure that the ropeway system
provides a safe means of transport. Client cost and operational drivers sometimes challenge these safety and
fire requirements, however the safe design, construction, installation and operation of such schemes remains
a primary client objective and responsibility. Any reduction of the 20m clearance must be demonstrated by
means of a fire simulation assessment underpinned with an independent report.

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Project No.: PBC00007.10

Figure 7: Example of a fire

Figure 6: Example of a longitudinal section showing sufficient simulation, whereby blue is below
vertical clearance 200°C, green and red above 200°C

5.2.2 Clearance

Vertical and horizontal clearances need to be considered as follows (concerning to EN12929-1):

1.5 m in non-accessible areas
Vertical clearance
2.5 m in areas where people can stay
(areas not above buildings)
1.0 m to any clearance gauge (e.g. street, railway)

1.5 m to any building related to the cabin deflected by the wind, as shown
Horizontal clearance
in the figure below

Figure 8: Safety distance and gauge with consideration of wind effects

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Project No.: PBC00007.10

5.2.3 Evacuation

If the ropeway is no longer operational due to a serious defect, the passengers must be brought to the ground
using an evacuation device or system. According to the CEN standard (EN1909) , the evacuation of cabins
with 8 passengers each must be completed in a maximum period of 3.5 hours, which requires professional
and numerous rescue teams, that must be professionally and regularly trained.
To avoid the need for evacuation, an integrated recovery concept is available to be integrated within the design.
The concept ensures redundancy is designed in the system, such that if components fail and the ropeway
comes to a standstill, then recovery is possible. This system normally consists of:
• Additional diesel-hydraulic recovery drive in the return station;
• all bull-wheels are equipped with emergency bearings;
• tools on every tower for re-aligning of a derailed rope back into the sheaves.
In the unlikely event that the integrated evacuation concept fails, an emergency concept must be developed
to ensure the evacuation of passengers by vertical recovery. Due to the geometry of the alignment, one drive
must be provided for each recovery unit including preparation of recovery plan. Rescue teams must be
professionally and regularly trained and experienced in working at height and be supervised and coordinated
by a suitably qualified person in charge.
Where ropeway systems are operated for 330 days per year at 10 hours perday, the client must consider how
the operational and rescue teams will be trained and gain experience and training.
The approach to evaluation is to be discussed with the Client and developed to ensure that the CEN standard
requirement can be met.

5.2.4 Other Design Criteria

[Link] Design criteria concerning construction, installation and maintenance of the ropeway

In the hilly urban area such as Kamakhya, the construction, installation and maintenance of ropeways are
often challenged with issues associated with limited space and acess conditions. One specific problems and
safey risk arises from the installation and rope pulling activities and this must be assessed and analysed in
detail to ensure that the risks are minimised. In addition, the client must consider that laydown areas and
ropepulling equipment will be required at the initial installation, maintenance intervals and at the
decommissioning stages.
There are similar challenges associated with the ongoing maintenance work, especially the replacement of the
haul rope and other such major maintenance tasks.

5.3 Design Methodology

5.3.1 Design Components of a Ropeway system

The main components of a ropeway system are:

• Station equipment
o Main drive and recovery drive (drive station)
o Two Independent brake systems
o Hydraulic tensioning system
o Bull-wheels
o Steel structures and supports
o Launching and conveying system
• Line equipment

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o Towers
o Sheaves
o Rope lifting frame
o Platforms and ladders
• Parking system
• Cabins/Carriers
o Cabin capacity and loading
o Hanger
o Grip-system
• Haul rope
• Recovery system
• Electrical equipment
o Power distribution
o AC-Motor, frequency converter
o Control system
o Earthing system

5.3.2 Station Types

One type of stations is foreseen on this project:

Figure 9: Head-on station type with platform on ground floor or 1st floor

5.3.3 Tower Types

The tower types and sizes are determined from their height and function/ location. With respect to height, this
is dependent on the elevation of the ropeway and clearances required, whereas function/ location is based on
the terrain profile.

The tower foundation type and depth are to be calculated based on the geotechnical parameters determined
from on-site investigations and laboratory tests and the imposed loads.

One type of towers i.e., tubular will be applicable, refer to section Error! Reference source not found..

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 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

6. ALIGNMENT OPTIONS

Below, a brief summary of the alignment options assessment of the project is provided. More details are
appended to this feasibility report (refer Appendix 04 – APP-04).
6.1 Overview of Options
Four different valley locations were explored together with four different summit locations. This combines
twelve alignment options in total. The descriptive explanation of options is as given below:

Table 16: Options for valley and summit stations

Approx.
Option Station Locations length of the Route Description
ropeway
01 The alignment starts north of the train station and
LTP-01 – UTP-03 1.65 km ends below the temple complex on a sports field.
Dark green
The alignment starts north of the train station and
02
LTP-01 – UTP -02 1.66 km ends at the location of a parking garage south of the
Orange
temple complex.
The alignment starts north of the train station and
03
LTP-01 – UTP -01 1.45 km ends at the mountain station with the location UPT-
blue
01.
04 The alignment begins at the station forecourt and
LTP-04 – UTP -01 1.41 km ends on a green area near the temple
red
05 The alignment begins at the station forecourt and
LTP-04 – UTP -04 1.39 km ends on a road on the site of the police station
Light blue
The route begins to the south of the railroad station
06
LTP-03 – UTP -01 1.90 km area on the current development site and ends on a
green
green area near the temples.
The alignment begins at the station forecourt and
07
LTP-04 – UTP -04 1.39 km ends on the former police grounds near the temple
yellow
complex
The route begins south of the railroad station site on
08
LTP-03 – UTP -04 1.88 km the future development site and ends on the police
purple
station premises near the temple complex
The alignment begins to the southeast of the railroad
09
LTP-02 – UTP -03 1.69 km station site on a marshland area and ends at the
pink
playground
The alignment begins to the southeast of the railroad
10
LTP-02 – UTP-01 1.48 km station site on a marshland area and ends on a green
Dark red
area near the temple
The alignment begins to the southeast of the railroad
11
LTP-02 - UTP-02 1.68 km station site on a marshland area and ends on the site
Turquoise
of the parking garage
The alignment begins to the southeast of the railroad
12
LTP-02 - UTP-04 1.44 km station site on a marshland area and ends on the
White
police station premises near the temple complex

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Project No.: PBC00007.10

Figure 10: Layout Alignment Options

6.2 Critical Areas
For all four options, critical areas in terms of land availability, difficulties in construction, etc. have been
assessed. Assessment and details can be obtained from the appended alignment optiones report.

6.2.1 Approach

The comparison of the four options was carried out assessing the following key parameters / issues:
Parameter Title Assessment criteria
P1 Technical feasibility and technical difficulty What are the technical difficulties?
level
What is the technical difficulty compared to the
other options?
P2 Ropeway System Which ropeway system is preferred?
P3 Implementation cost What are the components involving high cost in
comparison to the other options?

What is the likely implementation cost compared

with other options?
P4 Land Acquisition Requirements and Impact Are there buildings or other structures/ services
to be demolished or moved?

What is the comparison of building requirements

/ demolishing compared to other options?
P5 Stakeholder Acceptance: Private Land Based on parameter P3, what is the acceptance

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Parameter Title Assessment criteria

Owners and Stakeholders amongst private owners in comparison to other
options?
P6 Acceptance: Passengers What is the acceptance amongst passengers in
comparison to other options?
P7 Necessary Infrastructure What is required for the implementation of the
construction project in terms of infrastructure
(accessibility, roads, transport lines and routes,
material ropeways, etc.)?

For each parameters, either 1, 2 or 3 points are awarded. The best option is to get 3 points, the second best
2 and the least 1 point. In case of options being assessed the same, the same points are given. The option
having the highest score is being assessed as preferable.

Points Description
3 Best / most favourable option
2 Second best option
1 Most unfavourable option

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6.2.2 Qualitative Comparison and Summary

Comparison details can be optained from the appended alignment optiones report. The summary result for all three options is as follows:
Parameter Option 1 Option 2 Option 3 Option 4 Option 5 Option 6 Option 7 Option 8 Option 9 Option 10 Option 11 Option 12

P1 2 2 2 2 3 1 3 1 1 1 1 1

P2 3 3 3 3 3 3 3 3 3 3 3 3

P3 2 2 2 2 3 1 3 1 1 1 1 1

P4 2 2 2 2 2 1 3 1 1 1 1 1

P5 2 2 2 2 2 3 2 3 3 3 3 3

P6 2 2 2 3 3 2 3 2 2 1 1 1

P7 3 3 3 3 3 3 3 3 2 2 2 2

Total 16 16 16 17 19 14 20 14 13 12 12 12

Rank 4 4 4 3 2 5 1 5 6 7 7 7

The comparative assessment on key parameters clearly identifies Options 7 as the most feasible. it involves comparatively much less interference with private
landowners and have the least cost. It is also the option with the least technical difficulties and will have the highest acceptance rate amongst passengers.
As such, Options 7 is the most recommendable option.

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 National Highway Logistics
Management Limited
A 100% Subsidiary of National
Highway Authority of India

DESCRIPTION OF THE DETERMINED ROPEWAY ALIGNMENT

6.3 Description of Alignment
The alignment of the ropeway line starts at Parking area of Kamakhya station and ends at Kamakhya
Dispensary. The land, alignment, carriageway and structures are described below.
Table 17: Coordinate system is Universal Transverse Mercator (UTM).
S. No. Location Latitude Longitude
1 Kamakhya station Parking 46R 368932m E 2893533m N
2 Kamakhya Temple 46R 370609 m 2894386 m

Total slope length of the ropeway is about 1048.9 m.

The ropeway alignment is indicatively shown below. Detailed drawings of the site / alignment are provided in
Appendix-07-APP-07 Ropeway Drawings.

Figure 11: Indicative overview of the alignment

CLIENT CONSULTANT

National Highways Logistics Management Limited JV BERNARD – SALZMANN

G-5 & 6, Sector 10, Dwarka Corporate Regency, Office No.9, B-5,
New Delhi - 110075 Ansal Tower-38, Nehru Place,
India New Delhi – 110019
India
 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

6.4 Description of Station and Proposed Tower Locations

6.4.1 Kamakhya Station Parking

Figure 12: Kamakhya Parking – Valley station location

Figure 13: Hill station location (Kamakhya dispensary)

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7. DESIGN OF ROPEWAY SYSTEM

Design of ropeway system depends on various parameters which are covered in detail in the Appendix- 06-
APP-06 attached with this report. The appendix includes structural calculations, foundation loads, list of
ropeway system components.

7.1 Executive Summary Technical Parameters

The main techncial parameters resulted from desing, client directions and discussions are summarized below.
S. No Description Sec – I/1
Mono Cable Detachable Grip
1 System
Gondola
2 Final Capacity 700 PPHPD @ max speed
3. Line speed 5 m / sec
4. Horizontal distance between drive & return
1028.94
sheave (m)
5. Vertical rise (m) 220.98
6. Slope length (m) 1072.92
7. Alignment As per Plan & Longitudinal section
8. Cabin capacity 8-seater
9. Number of Towers 06
Cabin with windows and window
10. Type of cabin insulation and automatic door
operation,
11. Compressor At least one in each station
12. Location of Drive gears Valley Station
13. Location of Tension gears Valley Station
14. Deflection station none
Stand by D.G. set To be provided at both stations to run
15.
at full speed
17. Site temperature 13°C Avg
18. Humidity 73 % (Monsoon conditions)
19. Rainfall 300 mm/day
20. Windspeed, direction As per meteorological data
21. Earthquake zone as per IS code IV
10 h per day
22. Operating hours
330 day per year

single operation
during power failure with DG set
23. Operating modes
diesel-hydrostatic emergency drive (1
m/s)

24. Recovery System Vertical recovery system

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Drive and Return Terminal:

Description Sec-1

Location of Drive terminal Valley Station

Location of Return terminal Hill Station

The complete drive station must consist of the followings:

• Operating Floor with Boarding, de-boarding facilities
• Main drive with AC motors with variable speed and Gear box or with option of Direct Drive
• Acceleration and deceleration arrangement
• Machinery frame for gearbox and electric motor
• Drive Bull wheel, Drive Shaft (with additional bearing) for emergency operation
• Return bull wheels
• Provision of bull wheel catcher for drive and return bull wheel
• Main electric cabinets with controls
• Emergency drive unit by an auxiliary motor, driven by generator, connected to the main bull wheel
through a teeth crown
• Electrical, Service and emergency brake units
• Integrated Recovery system for rescue
• Placement of Tensioning arrangement equipment etc. (option can be near drive unit based upon
the technical feasibility)
• A steel structure at station support level to accommodate the drive bull wheel including bearings,
diameter according to date sheet and safety brakes
• Mast for station
• Cabin guide
• Operators’ cabin / panel room which should be designed to provide unimpeded view of operations.
• Parking of cabins
• Office
• Store

The complete return station must consist of the followings:

• Operating Floor with Boarding, De-boarding facilities
• Return Bull wheel.
• Placement of Tensioning arrangement equipment etc. (option can be near drive unit based upon
the technical feasibility)
• Operators’ cabin / panel room which should be designed to provide unimpeded view of operations.
• Parking of cabins
• Mast for station
• Cabin guides
• A steel structure at station support level to accommodate the return bull wheel including bearings,
diameter according to date sheet and safety brakes.

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Project No.: PBC00007.10

7.2 COMMON REQUIREMENT

Road, HT/LT line etc. crossings
Where the ropeway crosses existing infrastructure such as roads, HT line, LT lines and buildings sufficient
clearance shall be provided, as required by the concerned authorities, relevant specifications and regional or
technical standards.
(Power lines diversion at line, if any, shall be carried out by Client.)
Safety clearances and fire safety clearances are a significant design factor and must be appropriately
considered and designed into the scheme as part of the detail and technical design phases.
Design parameters
All the station structures, foundation and support structures including trestles, external works and retaining
walls and avalanche protection structures shall be designed, supplied and constructed to withstand all
imposed, super imposed and dead loads, to adequately consider the effects of wind, earthquake (SEISMIC),
temperature variation (including high and low temperatures and humidity) together with snow loading and the
prevailing geotechnical conditions .
In this regard, the relevant BIS Codes would be considered as guidelines. The contractor shall be responsible
for ensuring that the loads and the design of structures complies with the appropriate regional, national and
international standards. In addition, the contractor shall be responsible for the design of associated structures
and facilities and the safe routes and transit corridors from this infrastructure to the ropeway stations. Such
design considerations may be applied to ensure that the visiting public are protected from rock falls arising
from existing hillside areas which boarder access paths, carparks and assembly areas. This same approach
can also be applied to other such hazards, such as snow fall and areas liable to flooding.
Bolts & nuts
High tensile (HT) hot spun-galvanized bolts are to be used with washers and compatible fittings, bolts are to
be a minimum of 10.9 unless specified otherwise by the design or design Engineer. Towers, base-plates and
holding down bolts, together with welded and bolted connections are to be design and manufactured by
specialist tower suppliers. Towers and tower components are to be designed, manufactured tested and
inspected in accordance with the regional, national and international standards. Inspection testing and
certification is a critical component in the quality management and setting to work approval process.
M.S. Black bolts may be specified by the Engineer . Bolts and Nuts shall conform to BS 4190 or IS: 1364,
3757, 6623 and 6649.
Specification of Steel Works
All steel structural materials shall conform to BS 5950:2000(1990) - Structural use of steelwork in buildings,
design of structural steelwork with hot rolled steel sections, flats, plates and hollow sections in buildings and
allied structures. In addition, all structural steel used in buildings shall conform to the requirements and details
contained in BS EN 1993:2006 - Eurocode 3, Design of steel structures. Equivalent international recognized
standards may be used although these must be evaluated and approved in writing by the design Engineer.
Hot rolled sections must be used, fabricate sections from flat plate will not be permitted, all joints and
connection must be designed and justified by calculation checking. All calculations must be independently
checked and verified. Structural towers and structures subject to dynamic loads and those structures that
provide primary support to the cable car and ropeway system are to be designed, manufactured and installed
and tested by independent specialists.
The aspects of dynamic loading and system fatigue are to be considered in the design and proved by
calculation.
• All fabricated steel structural work must be in accordance with BS 5950:2000(1990), BS EN 1993:2006
- Eurocode 3 or equivalent international recognized standard .

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• Holes on structural members shall be drilled and back marks, edge distances and hole positions must
be in compliance with the detailed requirements of BS5950 or an equivalent international recognized
standard.
• On site welding and cutting is not permitted under any circumstances.
• Steel quality must be in accordance and compliance with EN 1090-1 (harmonised European standard
structural metalwork).
• Steelwork must be shot blasted to SA2.5 and hot dipped galvanised and have a galvanising thickness
of not less than 75 microns. The specialist mechanical parts of the ropeway system will be to the
system manufactures details. Special attention must be applied to material interfaces where bi metallic
action and corrosion can occur.
• Assembly and erection: Setting out checks must be undertaken during all stages of construction and
errors and issues must be reported to the design Engineer as soon as they are known. It is the
contractor’s responsibility to ensure that the works are set out correctly. The consideration of access
and temporary works including access wayleaves will remain the responsibility of the contractor. All
temporary works must be designed and checked to ensure that the construction and imposed loads
can be accommodated. Temporary works must be designed in accordance with BS 5975 and BS EN
12810 to 12813 or an equivalent international recognized standard. Temporary works designs must
be produced by a competent and qualified person and all designs must be review and independently
checked.
• The construction sequence must be supported by a construction management plan and a construction
method statement which must be communicated and discussed with the workforce prior to the
commencement of that day’s work. At all times the construction work and site area must provide a
safe place of work for those working there and those affected by the works. The contractor must ensure
that all structures are set out correctly, level and constructed in line with the design and design
drawings. Arrangement should be made to thoroughly brace and guy the structures in the temporary
condition at all stages of erection, in line with the requirements of the temporary works designs and
construction method statement.
• Where excavation or demolition is required, the contractor must ensure that existing and adjacent
structures are supported and remain stable during the works. Excavations must be protected against
collapse and protect those who work on and adjacent to them.
Specifications for civil works and codes
Whilst noting the key minimum standards and specific elements above, the design, construction, material and
workmanship for civil, structural, sanitary and supply services fittings shall be specified by the Engineer within
the detail and technical design package and information. These detailed and technical standards will be
developed and will support the complete design pack and should the contractor wish to deviate from these
standards and specifications he will be required to raise a formal technical query to the engineer.

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8. TECHNICAL SPECIFICATIONS

The technical specifications for the ropeway line are provided in Appendix 08 – APP-08.

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Project No.: PBC00007.10

9. PROJECT FACILITIES

In particular at the stations, several project facilities are foreseen.

9.1 General
[1] Ticketing
a. Ticket counters/booths;
b. Ticket vending machines;
c. Automatic ticket entry gates (standard and extra wide for wheel-chair), lane formation, Queue
organizers

[2] Passenger facility

a. Stairways
b. Escalators
c. Elevators
d. Wheelchair ramps
e. Toilets (Male, Female and Differently abled)
f. Waiting Halls and Passenger Rest Areas
g. Spaces for ATM
h. Spaces for retail zone, refreshment facilities food kiosks, vending machines and tourism information
desk
i. Cloak room
j. Medical booths
k. Space for display and sale of local handicrafts, art and produce

[3] Public information and address systems at Stations

a. Public address systems
b. Public information systems
c. Public access telephones / emergency telephones
d. Booth for safety staff

[4] Intermodal Transport Facilities

a. Circulation and stop / hop-on & hop-off area for other modes of transport (bus stop [public and
private], taxi lane, bicycle lane and parking)
b. Space for public transport information desks

[5] External works

a. Plantation of trees, bushes and plants
b. Paving, signage

[6] Staff facilities

a. Staff room including facilities for having meals
b. Staff toilets
c. Medical aid for staff, staff office, housekeeping, manager office

[7] Facilities for Differently abled

[8] Lifts, Stairways and escalators at Stations

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[9] Refreshment facilities at Stations

[10] Public access telephones

[11] All other facilities as indicated in the layout drawings (GAD)

9.2 Description of Project Facilities

S. No. Facility Description
1 Ticketing
Ticket counters shall be provided at each station where boarding and deboarding
takes place.
Each ticket counter booth shall be equipped at minimum with:
• Multiple queuing lane and one exit lane
• Front desk with glass divider between staff and passengers
• Ergonomically chairs for staff
• Microphone and loudspeaker for exchange between staff and
passenger, Power supply for IT system, light, microphone, loudspeaker
etc., Adequate power backup, DG set etc.
a Ticket counters / booths • IT system including
o Centralized server unit including back-up system
o PC unit connected to centralized server,
o ticketing software,
o ticket printing machine / ticket printer.

A group of ticket counter booths (i.e. one group is e.g. ticket counter booths at
one station as shown in layout drawings) shall be equipped with:
• High Speed Internet connection
• Storage space/ and shelves (paper, blank tickets)
• A4 paper size printer plus scanner (one per group of ticket booth)
At each station for boarding and deboarding, self-service ticket vending machines
shall be located which are connected to the centralized server and vending
software / IT.
Minimum functions available at self-service ticket vending machines shall be:
• Buying of single ride and return tickets for single persons, multiple
b Ticket vending machines persons / group
• Printing of tickets purchased in advance (e.g. online), identified through
code (numeric code)
• Payment via debit and credit cards, e-wallet, digital payment method
and similar Operation via touch screen.
• Scanning of pre-purchase code
At each station for boarding and deboarding, automatic entry gates shall be
located which are connected to the centralized server and vending software / IT.
Minimum functions of automatic entry gates shall be:
• Ticket scanning function for (e.g.) QR code recognizing tickets printed
at booths, ticket vending machines as well as pre- purchased tickets
displayed on mobile phone
Automatic ticket entry • Turnstiles
c
gates • Display showing status of turnstile
o Entrance accepted = turnstile open: Green Arrow
o Entrance not yet accepted = turnstile closed: Red Cross
• Connection to display of station manager on duty for identification of
problems, ticket category
• One automatic gate per station shall be extra wide for wheel chair,
extra-large luggage and baby-trolley access
2 Passenger Facilities
At each location, stairways shall be provided. Generally, staircases shall be as
a Stairways per detailed specification but having the following minimum functions.
• Handrail on each side

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S. No. Facility Description

• Central handrail serving as divider for boarding and de-boarding
passengers
• Anti-slip flooring
• Width sufficient for full hourly capacity plus 10% reserve
• Rest-podium every 12 steps
b Escalators As per detailed specifications
c Elevators As per detailed specifications
At all locations with steps / stairs and elevator available, wheel chair ramps shall
be provided.
• Maximum gradient of 6% (in case of not-sufficient space, this
maximum gradient can be increased subject to a detailed evaluation
and justification respectively if additional support facilities are
d Wheelchair ramps
provided).
• Every maximum 6m ramp length, a rest podium of minimum 1.50m
length is to be provided
• Ramp width shall be minimum 1.50m
• Handrails are to be provided on both sides of the ramp
At each station for boarding and deboarding, waiting halls and rest areas shall be
provided. Minimum facilities -but not limited to -shall be:
• Provisions for seating
• General and emergency lighting
• Dust-bins
• Mobile re-charge points and power sockets
Waiting Halls and
e • Public Wifi
Passenger Rest Areas
• Water dispenser
• General and emergency signage
• Clock
• Public address system
• Safety system (fire alarm, extinguishers)
• Ventilators
Minimum equipment for toilets / washrooms shall be:
• Closed cabins with flushing toilet plus flushing hose
• Pissoirs (male)
• Washing basins
• Mirrors
• Hand drying facilities
Toilets (Female, Male • Cabin for cleaning equipment
f • Baby facilities
and Differently abled)
• Power sockets

For Differently abled separate special closed cabins shall be provided equipped
in addition with
• Extra space suitable for wheelchair and caring person
• Handrail
• Emergency communication system
Spaces for ATM is to be provided. All spaces are to be equipped with
g Spaces for ATM • Internet connection / connection as required by ATM system providers
• Power sockets
All areas for retail and refreshment zone shall be at minimum equipped with:
• Power supply
• Water supply
• Connection to sewage system
Spaces for retail zone, • Internet access points
h refreshment facilities and A tourist information desk shall be provided at the Bottom Station. The tourist
tourism information desk information desk shall be at minimum equipped with:
• One queuing lane and one exit lane
• Front desk with glass divider between staff and passengers
• Ergonomically chairs for staff
• Microphone and loudspeaker for exchange between staff and

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S. No. Facility Description

passenger
• Power supply for IT system, light, microphone, loudspeaker etc.
• IT system including
o Centralized server unit including back-up system
o PC unit connected to centralized server
• High Speed Internet connection
• Storage space / and shelves (paper, blank tickets)
• A4 paper size printer plus scanner
At each station for boarding and deboarding, temporary baggage storage facilities
shall be provided.

Valley Station - Cloak Room with minimum 100 Lockers

Hill Station – Minimum Provision of 25 lockers.

Other facilities shall include:

• One queuing lane and one exit lane
• Front desk with glass divider between staff and passengers
i Cloak room
• Ergonomically chairs for staff
• Microphone and loudspeaker for exchange between staff and
passenger
• Power supply for IT system, light, microphone, loudspeaker etc.
• IT system including
o o Centralized server unit including back-up system
o o PC unit connected to centralized server
o o Ticketing software,
o o Ticket printing machine / ticket printer
j Medical booths Medical aid booths shall be provided at each station
Public information and
3
address Facilities
A public address system is to be provided in each station and along the ropeway
a Public address systems
line
Public information An information address system is to be provided in each station consisting of
b
systems guidance signs, emergency rout signs, general information signs etc.
At each passenger waiting and address area / hall and elevators emergency
Public access telephones
c address system for passengers shall be available which immediate connection to
/ emergency telephones
a safety control centre.
For station safety and security staff, booths shall be provided at each passenger
d Booth for safety staff
and staff entrance.
Intermodal transport
4
facilities
Circulation and stop /
hop-on & hop-off area for
other modes of transport At the bottom station for boarding and deboarding, facilities for intermodal
a
(bus stop [public and connection shall be provided as per the design.
private], taxi lane, bicycle
lane and parking)
5 External Work
Plantation of trees, Landscaping and beautification with trees, bushes and plants shall be done as
a
bushes and plants per layouts.
b General Paving, Signage
6 Staff Facilities
Rest room including At each station rest areas for staff shall be provided. Minimum facilities -but not
facilities for having meals, limited too -shall be:
a manager room, BMS • Provisions for seating along with tables
• General and emergency lighting
room, Central control
• Dust-bins
room, Housekeeping etc.
• Power sockets

JV BERNARD - SALZMANN Page 52 of 63

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

S. No. Facility Description

• Water dispenser
• General and emergency signage
• Clock
• Public address system
• Safety system (fire alarm, extinguishers)
• Ventilators and heating
Minimum equipment for toilets / washrooms shall be:
• Closed cabins with flushing toilet plus flushing hose
• Pissoirs (male)
b Staff toilets • Washing basins
• Mirrors
• Hand drying facilities
• Cabin for cleaning equipment
• Power sockets
c Medical aid for staff Medical aid facility shall be provided at each station
7 Space for display and Adequate display spaces-on counters/kiosks/wall vertical displays should be
sale of local handicrafts, provided for local handicrafts, art, local produce, traditional weaving material like
art and produce sarees and appropriate arrangement shall be made for their sale.
8 GRIHA/IGBC compliant All provisions to be made to make each station GRIHA/IGBC compliant including
facility at all stations solar generation, wastewater treatment, sewage disposal treatment and re-use,
ground water recharge systems, rainwater harvesting system and inclusion of
making each station Net-Zero in all respects shall be made.
9 Architectural detailing Each station is designed to represent a unique character and flavour to highlight
J&K / Srinagar, it’s culture and heritage. All provisions to be made to ensure
detailing of materials, joinery and details in order to and may refer to the drawing
concepts given by the architects
10 Station & tower The station and the tower structure must be designed to take the load of the
Construction ropeway system. Necessary safety and protective measures of the entire
ropeway system as and when required shall be the priority at all times
11 Make In India Certain components are proposed under Make in India scheme such as the Steel
for the Towers, steel Cladding at the Stations, station building with steel, DG sets,
Diesel engine, electrical installation, earthing, all civil work etc.
12 Line Speed Line speed shall be maintained at 5m/s. Post COD the Concessionaire may
monitor a trend of the Peak Hours/Non-Peak Hours and accordingly plan to
operate the Ropeway at a reduced speed for non-peak hours as mutually decided
in consultation of Independent Engineer & Authority. The line speed shall not be
reduced below 4 m/s during non-peak hours.

JV BERNARD - SALZMANN Page 53 of 63

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

10. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

The EIA report is appended to this feasibility report (refer Appendix 07 – APP-07).

JV BERNARD - SALZMANN Page 54 of 63

 Ransoo Bus station to Shiv Khori Ropeway Project
Content: Feasibility Report
Project No.: PBC00007

APPENDIX APP-01: Geological Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-02: Land Acquisition Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-03: Demand Assessment Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-04 Alignment Options Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-05 Benchmarking Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-06 Structural Ropeway Design

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-07 Ropeway Drawings

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-08 Environmental Impact Assessment Report

 Kamakhya Temple Ropeway Project
Content: Draft Feasibility Report
Project No.: PBC00007.10

APPENDIX APP-09 Utility Survey Plans