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Exterior Styling of an Intercity Transport Bus for
Improved Aerodynamic Performance
Arun Raveendran1, D. Rakesh2, S.N. Sridhara3
1- (Engg) student, 2-Senior lecturer, 3-Professor and HOD,
Automotive Engineering Centre
M.S.Ramaiah School of Advanced Studies, Bangalore

Abstract
Intercity buses travel about 250 to 350 km in a stretch and usually are of sleeper coach mode. The exterior styling,
sleeper comfort and aerodynamically efficient design for reduced fuel consumption are the three essential factors for a
successful operation in the competitive world. The bus body building companies prioritizes the exterior looks of the bus and
ignore the aerodynamic aspect. Scientific design of sleepers for increased comfort of the passengers is seldom seen. The
overall aim of this project was to redesign an intercity bus with enhanced exterior styling, reduced aerodynamic drag and
increased comfort for the passengers.
Extensive product study and market study were carried out and aspirations and frustrations of commuters were
recorded. An operating intercity bus was benchmarked and analyzed for styling, aerodynamic performance and comfort.
Fluent, a commercial CFD code was used to evaluate the aerodynamic performance. Principles of product design were used
to analyse the styling and comfort. The benchmarked high floor bus was redesigned with low - floor for reduced aerodynamic
drag. The exterior was redesigned with emphasis on improvised aerodynamic performance and appealing looks. The interior
was modified to meet aspirations of the commuters.
The results of the redesigned exterior body showed a reduction of Cd from 0.53 to 0.29 and overall aerodynamic
drag reduction by 60% due to combined effect of reduced Cd and frontal area. The redesigned interior was found to be at the
satisfaction of commuters.

Key Words: Bus Aerodynamics, Drag Reduction, Low Floor Bus Design, Sleeper Coach

Nomenclature efficient buses. The power generated in the engine is mainly

used to overcome the rolling resistance, aerodynamic drag
A Frontal projected area (m2) and climbing resistance. Out of these three components
Cd Coefficient of drag aerodynamic drag increases with respect to the vehicle
I Turbulent intensity (m) speed. At high speeds at about 100 Km/hr the drag force
k Turbulent kinetic energy (m2/s2) exceeds the power spend on overcoming the rolling
ρ Density of air (kg/m3) resistance [1]. So reducing the aerodynamic drag is of prime
ε Dissipation rate (m2/s3) importance to achieve fuel efficiency. Vehicle aerodynamics
µ Dynamic viscosity (Ns/m2) deals with the study of forces acting on a vehicle body when
it moves through air [2].Drag and lift are the two main
Abbreviations phenomena observed on the vehicle body due to the effect of
the wind. About 90% of drag is due to the pressure
CFD Computational fluid dynamics difference created between the various areas of the vehicle
CAD Computer aided design [2].
PDS Product design specification
QFD Quality function deployment
1.1 Styling and aerodynamics

Drag force acting on the vehicle depends on

1. INTRODUCTION
Buses are used as means for transporting large amount
of people from one place to other. All the states governments
are having its own intercity bus fleet in India which provides
mobility for the people at a reasonable cost. Huge numbers
of private bus firms are also in operation and are efficient in
reducing the dependency on trains. Indian road conditions
are significantly improved for the past 10 years and intercity
bus travel time is reduced as they can travel with high
speeds. In order to keep a low operating cost these buses
have to deliver high efficiency at these speeds. Rising fuel
prices and stringent government regulations force the vehicle
manufactures and operators to produce and operate fuel
frontal projected area and the coefficient of drag value of the
vehicle. Any reduction in these values will directly reduce
drag force experienced by the vehicle. Frontal projected area
of the intercity bus is decided by the interior packaging of
the bus. Coefficient of drag value is determined by the shape
of the vehicle. These two factors influence the exterior
styling of the vehicle. Exterior styling of the vehicle is
important due to the fact that the vehicle has to attract
customers. The vehicle should project its performance and
comfort capabilities through its exterior design. Finding
harmony with the aerodynamic requirements and customer
oriented styling will lead to a successful vehicle with low
fuel consumption.

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This research is aimed to deliver an aerodynamically
improved bus design with user oriented exterior styling. The
popular Volvo 9400 bus was evaluated for its aerodynamic
performance and guidelines for better aerodynamics were
collected from literature survey. Based on these guidelines
and user study concepts were generated. The model was
analyzed using fluent and improvements in drag values were
predicted.
comfort level. Semi Deluxe Bus is designed for a slightly
higher comfort level and with provision for ergonomically
designed seats. Deluxe Bus is designed for a high comfort
level and individual seats and adjustable seat backs,
improved ventilation and pleasing interiors. A.C. Deluxe
Bus is Deluxe Bus which is air conditioned. The present
intercity buses operate in India mainly comes under the
deluxe and A/C deluxe class.

1.2 Literature study The main parts which defines the exterior styling of an
intercity bus are the windshield, grill, front bumper,
Edwin J Saltzman and Robert R Meyer [3] carried out headlights, indicators, wipers, side windows, passenger
studies on reducing the drag of trucks and buses. The final doors, driver door, luggage space, engine space, back
model equipped with rounded horizontal and vertical windshield, number plate, brake light, back indicator, back
corners, smoothed under body and a boat tail achieved Cd bumper and radiator grill. Interior of the bus consists of
value of 0.242. Ludovico Consano and Davide Lucarelli [4] driver’s cabin and passenger compartment. The driver’s
at IVECO truck building company came up with an cabin consists of seating for the driver, his assistant, dash
aerodynamically efficient truck. They paid particular board and steering. The passenger compartment consists of
attention on the corner surfaces of the vehicle. A higher and rows of seats or beads according to the type of bus. All the
smoother roof has been designed with DAM fully integrated intercity buses are high floor buses with a floor height of
into the frontal bumper. Moreover the lateral lowered side 1200 mm from the road. Luggage space is provided under
skirts have been added to mask the tanks, rear wheels and the floor with opening from both the side of the bus. Four
axles. To prevent flow detachment, many rounded surfaces steps are provided for boarding the bus. In most of the
have been added to the exposed surfaces, such as the roof present bus design the passenger door is located at the front
window, side mirrors, sun visor, etc. The test results side corner of the bus.
revealed a fuel reduction of 8%. R. Mc Callen, K. Salari, J.
et al [5] in their experiments found out removal of rear view Manufacturing of intercity buses are carried out in two
mirror alone will bring down the drag of the vehicle by stages. The OEM manufactures drive away chassis of the
4.5%. Any gap in the vehicle body will result in flow bus which include the engine, transmission and chassis of
separation and flow circulation. A Gilhaus [6] investigation the vehicle. The bodies of the buses are manufactured by
reveled a reduction in drag value until the front leading edge body building companies. In order to regulate the design of
radii value reaches 150 mm. Further increase in the radius the bus coaches, Indian Ministry of Shipping, Road
did not affect the drag value of the bus. C W Carr [7] Transport & Highways introduced the standard AIS-052
investigated the effects of streamlining the front end of the which was published in September 2001. The major rules
rectangular bodies in ground proximity. Experiments shown which are to be considered while designing an intercity bus
a stream lined front end with low leading edge resulted in a are listed below
drag coefficient of 0.21. W H huco and H J Emmelmann [8]
found that detailed shape optimisation of parts such as roof Parameters Regulations
radii, rain channels, headlights will result in reduction of Width of the bus Shall not exceed 2.6 m
drag force. W T mason and P S Beebe [1] carried out Length of the bus Maximum 12 meters for transport
experiments using horizontal and vertical splitter panels vehicle with rigid frame having
extending from vehicle body at the rear end, vanes and non two or more axles,
ventilated cavities close to vehicle bodies. Splitter panels Gangway Minimum of 1800 mm height and
had no affect on the drag value and the vane arrangement 300 mm wide
increased the drag. The addition of non ventilated cavities Service doors Minimum 1
reduced the drag coefficient by 5%. Width of door Minimum 650 mm
Height of service door Minimum 1650 mm
2. Product Survey
Width of windows Minimum 550 mm (sliding type
Under AIS-052 code of practice for bus body design except for ACX)
and approval, present intercity buses comes under type 3 and Emergency exit 2 numbers ( 1 at front half
4. These are designed and constructed for long distance opposite to service door next one
passenger transport, exclusively designed for comfort of at rear with area not less than
seated passengers and not intended for carrying standing 4000 cm2)
passengers. Type 4 buses are special purpose buses Height of first step 425 mm maximum
exclusively sleeper coaches which are getting popularized in Height of second 350 mm maximum
these days. Intercity buses are classified according to the steps
occupancy level as medium capacity buses as it can carry 35 Intrusion above seat 100 mm at height 1350 from
to 50 passengers. Intercity buses are again classified floor
according to the comfort level as non deluxe bus (NDX), Wheel arch intrusion 200 mm from the seat front
semi deluxe bus (SDX), deluxe bus (DLX) and A/C deluxe Table 1 bus regulations as per AIS - 052
bus (ACX). Non Deluxe Bus is designed for basic minimum

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2.1Bus aerodynamics
Drag force acting on the bus body is given by the
formula
Drag force = ½ ρv2 A Cd (1)
It is evident that the drag force acting on the vehicle
depends on the density of the air, velocity of the vehicle,
frontal projected area and the coefficient of drag value of the
vehicle. Reduction in air density or the vehicle speed is not a
viable solution for reducing the drag value of the bus.
Reducing the frontal projected area is a viable solution as it
will directly reduce the drag significantly.
It is found in the product study a huge number of low
floor buses were operating in the urban areas for transporting
people. These buses are having a low deck with a height of
350 mm or less compared to the 1200 mm of high floor
buses as shown in fig1. Low floor buses are having kneeling
mechanisms which can further reduce the overall height.
These buses are having interior height of more than 1800
over 60 % of its inner space. By incorporating the low floor
bus chassis in intercity bus design will reduce present bus
height. A low floor intercity bus design will have low
projected area which in terms results in reduction in drag
force. Interaction with the bus manufacturers revealed that
the Coach manufactures were hesitating to use a low floor
chassis due to the following reasons listed below. A low
floor bus design which overcomes the below listed
difficulties will reduce the bus height from 3400 mm to 2600
mm.
 Luggage space reduction
 Large wheel arches reduces the number seats
 Divides the floor area in to two decks
 Less space for fuel tanks leads to low capacity
 Difficult to reach the engine compartment for
repairs
 Psychologically people like t sit at high floor than
the low floor area
Figure 1 Types of bus chassis
3. User study (Gemba study)
User study was conducted to select the target customer
group, understand user frustrations and aspirations. A survey
was conducted among the users. Users want a comfortable
speedy commute which is reasonably priced and looks good.
It was found that intercity bus users consist of mainly
professionals working in other cities (45%) and students
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(34%). Business trips contribute to 16% of the seat
occupancy. 93% people prefer to travel in night compared to
7% day travelers.72% prefer to sleep while only 26% people
like do other activities. If money is not a constrain, 82%
people like to travel in sleeper coaches and rest preferred AC
deluxe buses. Most of the people adopted bus travel over
train due to the easy availability and comfort of the bus.
Safety, speed and flexible pick up and drop points are also
influence the decision. Maximum seat occupancy was
observed on Fridays and Saturdays. Occupancy levels of
sleeper coaches and AC deluxe coaches were high compared
to deluxe and semi deluxe coaches for buses staring from
Bangalore. People prefer to occupy the front rows seats than
the rear. More than 80% of private intercity buses are
operating at night between 7 pm and morning 10 am.
It was evident from the study that the majority of
intercity bus users comes under the age group of 18 to 35
and consists of middle class professionals and students. It
was also found that people prefer sleeper coaches over semi
sleeper (reclining seat) coaches. The target customer group
was finalized as 18 to 35 and the coach arrangement was
selected as sleeper coach. The major user frustrations
gathered from the user survey are listed below
 Old aged and disabled persons find it difficult to
board the bus due to high step height.
 Difficult to sleep in the present adjustable seats as
it will not allow any body movement.
 Results in body pain and neck pain after long
travel.
 Outside lights often disturb the sleep.
 Less leg room in semi deluxe and deluxe buses.
 Lack of toilets results in journey brakes and user
discomfort.
 Platforms at the bus stations are not able to reduce
the boarding height due to current door position.
Figure 2 QFD matrix
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A quality function deployment matrix was prepared by Fluid domain of 96m x 12.75m x 17 m was created
converting the user frustrations and aspirations in to around the bus model which was 10 times the length, 5 times
technical voices.QFD revels the areas of importance to the width and height of the vehicle. Bus model was placed
achieve maximum user satisfaction. Low floor, kneeling inside this domain in such a way that 1/3 length was kept in
mechanism, sleeper coach, door position and aerodynamic front of the vehicle. The larger domain was kept at the rear
shape got highest points. to capture the essential flow features. A smaller domain was
created inside this domain to generate fine mesh in and
A low floor bus design will eliminate the boarding around the bus body. Gambit pre processor was the software
problem of aged and disabled users. It is also favourable as tool used to generate the mesh. Outer volume was meshed
the bus height can be reduced to improve the aerodynamics with coarse elements. 21,47,716 Unstructured tetrahedral
of the vehicle without reducing the interior space. A low hybrid elements were used to mesh the entire fluid domain.
floor sleeper coach eliminates the difficulty in sleeping due
to reclining seat, arrested body movement, body pain and 4.2Boundary conditions
low leg room. Area below the bed arrangement inside the
coach can be easily converted as luggage space and fuel Boundary conditions were applied on the meshed
tank. Incorporating electro sensitive side windows allows the model using the Gambit pre processor. The analysis was
users to adjust the opacity of their windows and will reduce carried out in moving road and rotating wheel condition. In
the light disturbances from outside. A wash room with toilet the simulation only straight wind condition was considered
system has to be incorporated inside the bus cabin. at 3 different vehicle speed of 80, 100, 120 Km/hr. Constant
Positioning the door behind front wheel arches will reduce velocity inlet condition was applied at the inlet to replicate
the boarding height with respect to the bus stop platforms. the constant wind velocity conditions same as wind tunnel
tests. Zero gauge pressure was applied at the outlet with
4. Bench marking and baseline simulation operating pressure as atmospheric pressure. All the boundary
conditions used in the analysis are listed in table 2
The Volvo 9400 intercity bus was selected as bench
marked model. It is the latest model in the Indian market and Boundary Boundary condition value
is very popular in the segment. Engineering parameters of Constant velocity V= 22.22 m/s I = 1.97
this model was kept as same for the new bus design and was inlet Turbulent intensity V= 27.78 m/s I = 1.92
selected as the baseline for studying the aerodynamic Length scale V= 33.33 m/s I = 1.88
performances. This vehicle model was used to understand Constant pressure = 0
the flow behaviour Pressure distribution, Coefficient of drag Outlet Pressure outlet pa
value, Contribution of different parts, Drag force acting at V= 22.22 m/s
different speeds, Flow separation and pressure stagnation Road Moving wall V= 27.78 m/s
areas No slip V= 33.33 m/s
Ang. V = 404.36 rpm
Tyres Rotating wall Ang. V = 505.55 rpm
No slip Ang. V = 606.55 rpm
Bus body No slip – Stationery
wall
Domain Stationery wall Shear stress = 0
top and Specified shear
side
Table 2 Boundary conditions
4.3 Turbulent model

Figure 3 Volvo 9400 intercity bus and CAD model
4.1Geometry and mesh generation
Three dimensional model of the baseline model was
created using Alias studio tools and Catia as shown in fig 3.
Small details and gaps in the vehicle body were eliminated
as the purpose of the analysis was to understand the overall
aerodynamic performance of the basic bus shape
The solver used for the analysis was Fluent 6.3.26 and
it uses a control-volume-method to solve the governing
equations that can be solved numerically. The solver
selected was the pressure based implicit solver. In this type
the equations of continuity and momentum are solved
sequentially. This is used for incompressible flows where the
density is constant and not related to pressure. This reduces
the computational time when compared to the other
methods. The flow is considered to be steady in nature and
thus the equations are solved using implicit iterative
methods. Reynolds number of the flow was calculated and
found out to be fully turbulent. The turbulence model
selected as k-ε model which is well known for its robustness.
This model assumes the flow to be fully turbulent and is
based on the turbulence kinetic energy and its dissipation
rate.

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Figure 4 Boundary conditions and meshed bus model

k-ε model was selected because of its ability to
converge to a moderately accurate result in comparatively
less time. Pressure velocity coupling was used to calculate
the pressure field. As the flow is considered as
incompressible there is no independent equation to calculate
pressure. Hence the pressure velocity coupling was used to
derive the pressure equations. The algorithm used was the
semi implicit method for pressure linked equations
(SIMPLE). This is based on the concept of mass flow
between the cells and the flow occurs when there is a
pressure difference. The method applied for the solution of
the momentum, kinetic energy and the dissipation rate was
the first order upwind method.
Figure 6 shows the path lines of flow around the bus
body. The flow gets stagnated at the frontal area and gets
accelerated at the front radius area. Flow separation was
observed behind the mirrors. Flow remains attached along
the sides and roof. Flow eventually gets separated at the rear
and forms vortices. Another major flow separation area
where vortices generation observed was at the rotating tyre
region.

4.4 Results and discussion

Static pressure distribution plot (fig 5) of the bus body

at speed of 100 Km/hr reveals pressure concentration in
front region of the vehicle as the air flow strikes at the front
and brought momentarily to rest. Front mirrors show high Figure 7 Path lines of velocity magnitude
static pressure stagnation. Rear wall of the bus experiences
low pressure compared to the front due to the flow Drag force acting on the vehicle increases with the
separation and circulation. This pressure difference leads to speed of the vehicle. Front area of the bus experience
high pressure drag on the body. maximum pressure stagnation. A streamlined front end
which allows better air flow will effectively improve the
drag performance of the vehicle. Windshield angle, bonnet
shape, rear view mirror and radius at the front corners were
identified as areas to be improved in the new design for
better aerodynamics. The rear low pressure region created by
the flow separation must be brought to minimum for
improving the pressure drag acting on the body.
Incorporating optimum values obtained from the literature
review and features such as roof tapering, roof end lowering,
boat tailing, and radius improvements will reduce the drag of
bus. The main values obtained from the analysis which are
taken as reference for the new bus design are listed in table 3
Figure 5 Static pressure distribution in Pa
Parameters 80Km/hr 100Km/hr 120Km/hr
Cd value 0.539 0.538 0.537
2 2
Projected area 9.47 m 9.47 m 9.47 m2
Pressure drag 1427.79 N 2230.94 N 3212.25 N
Skin friction drag 119.33 N 180.52 N 253.12 N
Total drag force 1547.13 N 2411.46 N 3465.38 N
Figure 6 Flow circulation - mirrors and wheels

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Table 3 Analysis results 6. CONCEPT GENERATION
5. PRODUCT DESIGN SPECIFICATIONS (PDS)
Using the data collected from the user study the target
PDS defines all features that must be incorporated in an customer selected was students and working professionals at
aerodynamically efficient, user friendly bus design. Final the age of 18 to 35.To understand the different activities in
product design specifications were derived from all the their day to day life a lifestyle board was prepared. It was
studies and analysis done up to now. observed that they lead an energetic, fast and fun loving life
in this age period. They never want to waste any time in
No Parameters Specifications their life and were constantly on the move between college,
1 Length 12000 mm office, friends and family. Most of them were obsessed with
2 Width 2550 mm travelling, adventure trips, fast bike and cars. Most of them
travel in the intercity bus to their vacation destination or to a
3 Height 2600 mm busy business meeting. After the completing the journey in
4 Wheel base 6200 mm the bus most of them go to office or to their planned work
5 Front over hang 2590 mm just after a quick fresh up. So they don’t want to waste the
6 Rear over hang 3210 mm rest of the day in their busy life. This age group people have
7 Chassis B7R LE ( Low entry) lots of energy in them and are at the peaks of their life.
8 Capacity 30 + 2
From the life style board a mood board was prepared
9 Interior Fully Sleeper coach
which shows the different emotions and situation this age
10 Interior seating Foldable seats group goes through in their life. From the mood board the
11 Coach type Air conditioned most suitable theme for the bus design was found to be
12 Entry height 340 mm adventure, fast and speed. This theme was also selected
13 Interior height 1800 mm because it directly related with the aerodynamics. A theme
14 Door position Behind front wheel board was prepared which was related to the adventure
15 Door width 650 mm theme. The theme board includes objects and things directly
related to speed and adventure. Nature is composed of
16 Door height 1800 mm
animals which are very fast and have good aerodynamic
17 Luggage space Middle of bus , min 5000 L shape. Even though Killer whales are fearsome animals they
18 Side windows Electro sensitive glasses are always the main attractions in big aquariums on the
19 Toilet system Behind drivers cabin vacation trips. They can move through water very easily and
Rear-mounted, 6-cylinder, 7-litre are having huge body which is similar to the requirements of
20 Engine diesel an intercity bus.
21 Output 213 kW (290 hp) @ 2100 rpm
22 Power Torque 1200 nm @ 1050 - 1650 rpm The shape of the bus is derived from the killer whale
23 Emissions class Euro 3 shape. Constrains listed in the PDS and aerodynamic
specifications were incorporated on the concept. Maroon
24 Gearbox 6-speed manual
colour was selected for the exterior as it truly expresses the
24 Suspension Full Air adventure theme. The windshield is curved and angled. Front
25 Tyres Tubeless (295/80 R 22.5") area is curved to improve the flow in that area which is
derived from killer whale face. Front corner radii were kept
Table 4 product design specifications more than 150 mm, roof tapering, roof end lowering, side
panel tapering and boat tailing also incorporated.

No Aerodynamic Specifications
1 Minimum front corner radius of 150 mm
2 Minimum windshield angle 15 degrees
3 Smooth and covered under body
4 Minimum trailing edge radius of 150 mm
5 Side panel tapering
6 Rear roof tapering
7 Diffuser
8 Rear view mirror elimination
9 Curved front end
10 Boat tailing Figure 8 New bus concept design
11 Roof end lowering

Table 5 Specifications for aerodynamics improvements

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Figure 9 Comparison of new interior with the present design

Interior of the bus was designed for transporting 30
passengers, one driver and his assistant. Coats for sleeping
were arranged on each side of the gangway of width 600
mm. Each side was having two rows of beds stacked on
another. A comfortable gap of 600 mm was kept between
coats. On the left side of the gangway two beds were
arranged and right side single bed was arranged. Beads were
made foldable so that it will converts as temporary seats if
the passenger wants to sit. Interiors were made up of wood
finish materials to induce the feeling of being at home bed.
Each cabin was equipped with individual bead lamps and
fall protection guide rails. A minimum of 1800mm roof
height was maintained throughout the gangway. The luggage
space was incorporated below the coats in the middle of the Figure 10 Meshed bus model
bus with a capacity of 4914 L. Static pressure contours of the bus model at vehicle
speed of 100 km/hr are shown in fig 11. The plot shows
A survey was conducted among the users of the considerable reduction in pressure stagnation area in the
intercity bus to understand the acceptance level of the new front of the vehicle. The static pressure value also reduced
design. Majority of the users were found to be happy with compared to the baseline model. Static pressure plot at the
the new design as the problems listed by them are solved in rear end of the vehicle reveals an increase in pressure. The
the new design. People were found to be excited with the pressure difference between the front and the rear area was
low floor bus design and the toilet system inside which was reduced which reduces the pressure drag acting on the body
not present in the existing intercity bus. These added features
found to attract older people as they found it difficult to
board the existing bus. Incorporation of the toilet system was
appreciated by the users as many of them ignored the bus
travel due to lack of sanitation in the present design.

7. Simulation

The new bus design was analysed for its aerodynamic

efficiency. Model was meshed using the same procedure
explained in section 3. Fluid domain of 96m x 12.75m x
13m was created around the vehicle. Area around the bus
model was meshed with fine elements and coarse elements
were used at the outer areas. 24,36,871 Unstructured
tetrahedral hybrid elements were used to mesh the fluid
domain fig 9. The only boundary condition which differs
from the baseline analysis was the length scale value which
is 0.91.Grid independent study was carried out on the modal.
It was found that a difference in 8,68,073 elements produced
a change in Cd value of 0.023 which was well within the
acceptable limits.
Figure 11 static pressure contours in Pa
Large numbers of vortices were generated and
flow separation was observed at the rear of the baseline
model fig 12. In the new design these were brought to a
minimum value. It is evident from the fig 13 that the low
velocity area behind the new bus design is considerably
reduced due to the effect of roof tapering, roof lowering boat
tailing and diffuser at the rear. Flow is directed at the rear to
minimise the low pressure area behind the vehicle. No flow
separation is occurring at the front of the vehicle as due to
the improvement in the front corner radii and elimination of
the rear view mirror

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aerodynamically efficient user friendly intercity bus design.
The flowing conclusions are drawn from the studies.

 The present high floor sleeper coach was modified to a

low floor version with substantially reduced
aerodynamic drag.
 The drag coefficient of 0.53 of present bus was found to
be reduced to 0.29 in the modified design.
 The exterior was redesigned giving emphasis to both
aerodynamics and aesthetics.
Figure 12 Comparison of vortices at the rear  The interior was also modified to improve the comfort of
the commuters.
Base line – Mid plane  The proposed concept was well received by the
commuters.

7. References

[1] Wolf Heinrich Hucho., (2001), “Aerodynamics of

New design – Mid plane road vehicles”, 4 th edition, SAE International,
vol.1, pp. 11-88.

[2] Fred Browand., (2005), “Reducing the drag and

fuel consumption”, Advanced transportation
workshop. October, 10 -11.
Figure 13 Velocity contours comparison
[3] Edwin. J. Asltzman and Robert. R. Meyer., (1999),
4000 New design “A reassessment of heavy duty truck
3500 aerodynamic design features and priorities”,
3465
Volvo 9400 NASA/tp-1999-206574
Drag force in N

3000
2500 2411 [4] Mr. Ludovico Consano and Davide Lucarelli.,
2000 (2007), “Fuel Reduction on a Tractor-Trailer Truck
1500 1547 1357
at IVECO IVECO S.p.A”, 3 rd European automotive
1000 CFD conference, EACC 2007
947
500 608
[5] R.. Mc. Callen, K. Salari, J. Ortega, F. Browand, M.
0 Hammache, T. Hsu., (2004), “Effort to Reduce Truck
80 Km/hr 100 Km/hr 120 Km/hr Aerodynamic Drag – Joint Experiments and
Computations Lead to Smart Design”, AIAA Fluid
Vehicle speed Dynamics Conference, June 28 – July 1,

[6] Gilhaus A., “Main parameters determining the

Figure 14 Drag force comparison aerodynamic drag of buses, colloque construire avec
The coefficient of drag value of the new design is found le vent, vol 2,
to be 0.296 which 44 % improvement compared to the
baseline model. Use of low floor bus chassis led to the [7] Carr.G.W., (1982), “The aerodynamics of basic
height reduction of bus from 3.4 m to 2.6 m which reduced shapes of road vehicles, part 1, Simple rectangular
the projected area to 6.75 m2. Clear decrease in the drag bodies”, MIRA report No.1982/2
force is visible in the analysis and the total drag force is
reduced from 2411 N to 955N.This is an improvement of [8] Hucko,W.H Emmelmann. H.J (1977)
60.39 %.figure 14 shows the comparison of drag force acting “Aerodynamiche Formoptimierung,ein weg zur
on the base line model and the new design at different steigerung der wirtschsftlichkeit von
vehicle speeds. nutzfahrzeugen,” Series.12, NO.31 1977.

8. Conclusion

A detailed investigation of the present bus in the

field of styling and aerodynamics was carried out. The
results of these investigations were used to come up with an

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