Transit Elevated Bus

1. INTRODUCTION
Traffic is a problem in all the major cities in the world. Traffic not only is the
major source of Air pollution, sound pollution but also cause of several deaths in
the road accidents. Road network is one of the vastest networks of the
transportation system. So, the solution of traffic does not always lie in choosing
the other means of the transportation system like Railway, Airway etc... ,
something is to be done to reduce the traffic on road so that we can use these roads
more effectively and efficiently. The solution lies in making use of the future
concept of road transport system, which not only reduce the traffic on roads but
also will help in reducing the pollution of all type. China, India is one of the
fastest growing countries on Earth, with millions of people in their mega-cities;
population is expected to double in the next 30 years. Government has to manage
transportation for such a staggering number of people. Many new modes like the
metro rails and monorails have come, but with a huge price tag.

From the need for a system which is cheap and gives the same productivity, the
new technology Transit Elevated Bus (TEB)/Straddle Bus was developed. This
bus straddles over the road allowing it to pass over the normal road traffic on busy
city streets. The buses are 6 meters (18 feet) wide and 4.5 meters (13.5 feet) high
which means they take up two road lanes, while still being low enough to get
under most of the cities overpasses. Each of these mega-buses will have a capacity
of 1200 passengers while they zip down the streets blanketing commuters. They
are electric powered, using a relay charging system that would recharge the bus as
it is traveling by maintaining contact with at least one high-power electrical
conductor poles that makes contact with the roof of the bus. The technology
behind the bus is it uses the tram car concept to slide over the roads causing
minimal disturbance to the traffic. The rails provided are LR55 a newly developed
track section with a small depth, this fits in the project in a very good position as it
has all the characteristics of a rail track with lesser excavation and costs. With a
much more effective track design discussed in the following synopsis it gives the
correct justification for the project another concept is the bus is equipped with
laser sensing cameras using regular tires following a painted line.

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 Transit Elevated Bus

The project consists of 10 stations and all are under the universal design access
plan, with the minimum land area. The stations can be either overhead or
sideways. Although the overhead stations give aesthetic value to the surrounding,
we use the side way stations for simplicity as the area of the project is fully
developed so land acquisition becomes difficult. The bus has an innovative alarm
system as whenever a vehicle underneath comes nearer to the walls it sounds and
thus prevents collision. But the traffic must be trained or be given comprehensive
awareness about the system and rules to be followed. The safety also comes under
consideration; escaping from such a huge vehicle can be done using the concept of
evacuation used in airplanes. The side walls of the bus open in case of emergency
and the cushion ramp falls down thus making the passengers slide down on to the
ground. The construction process uses less labor and the whole 30 km stretch can
be built in a year.

The excavation process is simple and requires light machinery to perform the task.
The cost savings of this opposed to underground methods are over 90% and this is
the major advantage which cuts the time and construction costs to 75%. It is
roughly estimated to cost Rs 8.40 Crores per Km and total of 330 Crores for the
whole 30 km stretch. This cost includes construction of stations, road widening,
laying of track and miscellaneous, this makes up to only 10 % of construction cost
of a subway. The best part about it is it’s expected to save up to 860 tons of fuel
per year, and reducing 2,640 tons of carbon emission as it can totally replace the
BRT system. Here we are discussing about the features of TEB, comparison with
current transit system, key steps for implementation, power supply to the bus,
main challenges and solutions, and the use of this system in India.

2. ROAD CHARATERISTICS

Roads are a vital part of any transport system. The efficiency of a road network in
any city is crucial as it maximizes social and economic benefits. They play a
significant role in achieving national development and contributing to the overall
performance and social functioning of the community. Roads allow the movement
of men and materials along with utilities such as water, electrical wires and phone
cables, among others. Road design, hence, is a pivotal aspect of every urban
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 Transit Elevated Bus

community; it being needless to say that it should be safe, comfortable and

attractive for all the users-the cars drivers as well as others which encompass
pedestrians, cyclists, and those using the public transport. It should include
requirements of people of all ages and abilities and equally relevant to residents
along with visitors.

2.1 OBJECTIVES OF ANY ROAD

The general expectations from a street are listed below. In other words, these are
the objectives on which street design should be based.
 Safety:
This is the primary concern. A road should be safe for all users, including and
specially pedestrians, cyclists, the elderly and the handicapped. In the absence of
good designs and enforcement, might is right rules, traffic can be chaotic and
unsafe.
 Ease of navigation:
Situations are frequently faced when a parked car is abutting a road, or pedestrians
standing in the middle of the road causing the vehicle driver to swerve, or at Uturn
with cars piled up obstructing the straight moving traffic. All this results in the
driver always on the edge, and can never relax. This makes the whole driving
experience a stressful one. Similar is the case with pedestrians. With no clear cut
footpath or pedestrian crossings at intersections, it can be a very stressful
experience just crossing a road, or even walking on the footpath this need not be
the case. Ease of navigation can always be achieved, as against speed of
navigation. Speed depends on the road available and traffic. However, navigation,

irrespective of traffic density, both of pedestrians and vehicles can be made easier
and stress free by better designs of roads and intersections.
 Quick and smooth movement:
Design should ensure quick and smooth movement of vehicles. This does not
mean that vehicles should go with high speed, rather that they can maintain a
declined average speed over their drive.
 Aesthetics:
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Any road should look appealing to its users; in short, it should be pretty, neat,
clean and green. Neat refers to clearly marked ones, straight footpath edges, no
protrusions, are all required of the road, which add to the appearance of the city.
Cleanliness should be built in, that is, it should be easy to clean and maintain.
Roads present a wonderful opportunity to add to the green cover of the city. Trees
& other greenery along the roads can make it a very pleasant experience.
 Optimal space utilization:
To achieve all the above, it must keep in mind that space is at a premium in the
urban cities. All the above must be achieved within the given or reasonable width
of road. To do this one must design innovative and efficiently. Thus the roads
must be comprehensively designed to make efficient use of available space, taking
into account all its uses. Examples of some functions are street furniture such as
but stops, street lighting utility lines such as electrical, water and draining, cables
etc. This being established, it can be judged as to what are the requirements, and
the various uses of any street can now be considered.

2.2 CASE STUDY

Bus Stop Relocation: The location of bus stops can be critical to the efficiency of
the bus system. Factors such as traffic volumes, passenger demand, adjacent land
use and road geometric conditions must be considered in sitting a bus stop. The
location of the bus stop becomes an even more important in areas where there are
bus priority systems.
Bus Stop Spacing: They discuss a program to rationalize bus stops in San
Francisco, where the bus stop spacing was increased from between 120 m – 250 m
to 250 m – 300 m. These changes resulted in a 40 per cent reduction in bus stops

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and an increase in overall bus travel speeds of between 4 and 14 per cent The
spacing of bus stops requires a balance between bus travel efficiency and
passenger convenience in accessing bus stops. The relationship between
convenience and efficiency may be modeled to determine the appropriate spacing
of bus stops. It is generally expected that bus stops should be located between 200
meters and 500 meters apart. The minimum spacing of 200 meters was calculated
based on Australian conditions, using typical acceleration, deceleration and stop
times for a bus.

2.3 CURRENT TRANSIT SYSTEMS

In China there are four main modes of public transportation: subway, light rail,
bus rapid transit (BRT), and normal buses.

2.3.1 SUBWAY
While the subway offers a convenient and relatively inexpensive way of getting
around major cities, it does have drawbacks as well as advantages. You must
consider both the advantages and disadvantages of subway systems when deciding
which form of transit to use, as ground-level transportation may be a better option
for some people.

Fig 2.1 Subway Train

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 Transit Elevated Bus

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Disadvantages of Subway:
• Noise
Subway trains make a lot of noise, not only when they are arriving and
departing but also when they are idling on the tracks as passengers get on
and off. In addition, passengers are exposed to dangerously high decibel
levels during their ride, which in some cases can be even louder than the
sounds they're exposed to on the platforms. For example, researchers at
Columbia University in 2006 found that passengers in New York subways
had routine exposure to sounds in excess of 80 decibels. Over an extended
period of time, this noise has the potential to permanently damage hearing.
• Heavy Crowding
In most cities, subway systems are used by tens of thousands of people
every day and crowding is a real issue -- especially at peak times. People
who get nervous or anxious when crowded in a tight space may prefer
other forms of transportation, and overcrowded subway platforms create a
major public danger. Researchers at the China Academy of Safety Science
and Technology showed in a 2009 study that evacuation times for subway
stations were dangerously high and that an emergency situation could lead
to a high human death toll.
• Criminal Activity
Pickpocketing, muggings and assaults occur in subway systems around the
world. While closed-circuit cameras, security guards and a heavier police
presence can combat these problems, the resources do not exist to outfit
every subway station in a municipal system with these safeguards, leaving
passengers vulnerable to these threats. In some major cities around the
world, crime in subways continues to trend up, with many municipalities
lacking the resources to beef up security and policing in their city's subway
stations.
• Spread of Diseases
Being in close proximity to other people and touching surfaces that
thousands of other people touch during the course of a day can lead to the

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 Transit Elevated Bus

spread of bacteria and viruses. You can mitigate these risks by practicing
proper hand sanitation, but even the most careful passenger can still pick
up an infectious disease on the subway. A controlled Columbia University
study in 2005 showed that people who travel in automobiles have a much
lower risk of contracting an infectious disease than people who regularly
take the subway.

2.3.2 LIGHT RAIL TRAIN

Fig 2.2 Light Rail Train

Disadvantages of Light Rail Train:

• Higher capital costs

• Generally lower proportion of seats to standees
• Inflexibility of route e.g. in case of breakdown or a temporary street
closure due to a special event or parade
• Inflexibility - one tram cannot overtake another
• Disruption to traffic and local businesses during construction
• Permanent inconvenience to motorists where lanes are lost or the
motorists are required to wait behind a tram while its passengers are
getting on and off.

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• Cost of construction means that interchange with buses will be

necessary on some routes or outer ends of routes
• Greater capacity of vehicles may mean reduced frequency compared
to buses
• If coal-fired electricity is used, greenhouse emissions per
passengerkm may be higher than buses
• May lead to neglect of bus routes in areas away from LRT
• Aesthetic - overhead wires are disliked by many people
• Very long transits (over 60 meters in some cases) are awkward to
accommodate in cities with short blocks. A second transit cannot
begin to enter a short block until it is certain that the transit in front
will move. Entering, crossing then clearing an intersection can require
more than 15 seconds and with frequent services can amount to an
unacceptable obstruction to cross traffic. The time taken will be
longer if the intersection is large, if the LRV is crossing after stopping
at traffic signals, or if the LRV has to stop immediately after crossing.
• The smooth ride in LR vehicles, especially if separated from other
road traffic, can attract so many passengers that the spare capacity is
exhausted.
• Reconstruction of roads
• Chances of accidents

2.3.3 BUS RAPID TRANSIT (BRT)

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 Transit Elevated Bus

Fig 2.3 Bus Rapid Transit

Disadvantages of BRT:
• Rough drivers: It is disheartening that the BRT drivers think they
have 100% right of way at all times, therefore, they use their big and
scary buses to intimidate other drivers on the road.
• Increased traffic for motorists: The introduction of the BRT led to an
instant increase in traffic congestion on several major roads because a
lane was converted to accommodate the Government operated buses.
• Others: Occasional problems with tap in – tap out machine and
difficulty to reverse when another bus breaks down ahead.
• Takes more road space.
• Pollution.
• Noise.

2.3.4 NORMAL BUS

Fig 2.4 Normal Bus

Disadvantages of Normal Buses:

• Noise
• Pollution
• Less capacity
• Parking space

In order to avoid these disadvantages china introduced a new technology. i.e.

Transit elevated bus / Straddle bus.

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 Transit Elevated Bus

3. TRANSIT ELEVATED BUS (TEB) / STRADDLE BUS

The idea of TEB was proposed in 1969 by two American architects, Craig
Hodgetts and Lester Walker, as a public transport concept called the "Bos-Wash
Landliner".Later, another version was designed by Shenzhen Hashi Future
Parking Equipment Company, and the concept, known as 3D Express Bus at the
time, was unveiled at the 13th Beijing International High-tech Expo in May 2010.
A working scale model was showcased at the 2016 Beijing International HighTech
Expo.

Fig 3.1 Transit Elevated Bus (TEB) / Straddle Bus

The express coach would be a substitute for BRT and augment its
advantages. To modify the road for the bus, two options are available: rails can be
laid on the edges of the lanes that the bus occupies, or two white lines can be
painted on the road to facilitate use of autopilot technology. Rails would offer less
wheel rolling resistance and better energy efficiency. For either option, it may be
necessary to widen the lanes occupied by the bus to accommodate the bus wheels
and undercarriage whilst allowing other vehicles to pass under the bus two

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 Transit Elevated Bus

abreast. Since the bus is no higher than a tractor-trailer, roadway overpasses will
usually not be a problem. The bus would run along a fixed route, its passenger
compartment spanning the width of two traffic lanes. Its undercarriage rides along
the edges of the two lanes it straddles and the overall height is 4 to 4.5 m (13 ft 1
in to 14 ft 9 in).Vehicles lower than 2 m (6 ft 7 in) high will be able to pass
underneath the bus, reducing the number of traffic jams caused by ordinary buses
loading and unloading at bus stops.

Fig 3.2 Test runs of Straddle Bus in Beijing's Mentougou district by late 2016

Passengers on board the bus are expected to experience a ride

comparable to riding in the upper level of a double decker bus. They will board
and alight at stations at the side of the road with platforms at the bus floor height
similar to stations of an elevated railway, or via stairs descending through the roof
of the bus from a station similar to a pedestrian overpass. The bus will be
electrically powered using overhead lines or other roof electrical contact systems
designed for it, supplemented with photovoltaic panels, batteries, or super
capacitors on board. It will travel at up to 60 km/h (37 mph). Different versions
will carry up to 1,200 passengers, with the larger versions being articulated to
facilitate going around curves. A working scale model of the now called Transit

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 Transit Elevated Bus

Explore Bus (TEB) was showcased at the 2016 Beijing International High-Tech
Expo.

Fig 3.3 3D View of Straddle bus

The bus would have alarms to warn cars traveling too close to it, and signals to
warn other vehicles when it is about to turn. It would have inflatable evacuation
slides similar to those of an aircraft. Optional features could include sensors to
keep it from colliding with a person or object (such as an over height vehicle in
front), warning lights and safety curtains at the rear to keep drivers of over height
vehicles from going underneath, repeater traffic signals underneath to relay the
indications of traffic signals up ahead, and an animated light displays to simulate
stationary objects to prevent disorientation of drivers underneath.

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 Transit Elevated Bus

Fig 3.4 Ultrasonic waves are put forth from the end of the bus, which is to keep
high cars or trucks away from entering under the bus

Song Youzhou the bus’s designer, estimates that it could replace up to 40

conventional buses, potentially saving 780 tons (860 short tons) of fuel and
avoiding 2,390 t (2,640 short tons) of carbon emissions that those 40 buses would
produce in a year. According to the 2010 proposal, it would cost about 500 million
yuan (~US$74.5 million) to build the bus with a 40 km (25 mi) guideway. This is
claimed to be at 10% of the cost of building an equivalent subway, and is
estimated to reduce traffic congestion by 20–30%. The Chairman of the company
has said that it would only take a year for one to be built.
At the 2016 unveiling of the Transit Explore Bus (TEB) scale model, Mr. Song
claimed each bus will cost about 30 million renminbi, or about US$4.5 million,
now estimated at one-sixteenth the price of a subway train. According to China’s
Xinhua News Agency, the bus can carry 300 people.

Fig 3.5 Passenger seats

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 Transit Elevated Bus

4. SAFETY FEATURES OF TEB

For any transportation system safety is an important

factor. Road traffic safety refers to the methods and measures used to prevent road
users from being killed or seriously injured. Typical
road users
include pedestrians, cyclists, motorists, vehicle passengers, and passengers of
onroad public transport (mainly buses and trams). TEB is equipped with number
of safety factors. They are
• Warning alarms are provided underneath to warn cars from getting too close
to the bus (radar scanning).
• Cameras are fitted at the bottom which can be used to monitor from the driver
cabin.

Fig 4.1 Monitoring Systems

• Large windows are provided to avoid backward illusion for the vehicles
passing below it.

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 Transit Elevated Bus

Fig 4.2 Hollow out Design

• The car can make the turn with the bus if that is the direction it wants to go
too; if not, the red light will be on to stop the cars beneath while the buses
take the turn.
• Big cities can modernise their traffic signalling system to prioritize public
buses.

Fig 4.3 Signal control and Bus priority

• Emergency braking system is provided in case of accidents or emergency

situations.

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 Transit Elevated Bus

Fig 4.4 Emergency braking system

5. POWER SUPPLY TO THE BUS

Power is supplied to the Straddle Bus by two methods

1. Electricity
2. Solar Power

5.1 MUNICIPAL ELECTRICITY

• The setting is called relay direct current electrification.
• Bus itself is electrical conductor.
• Two rails built on top.
• Allow charging post to run along the rails of the bus.

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 Transit Elevated Bus

Fig 5.1 Electrification

Fig 5.2 Power supply equipment

5.2 PARTLY SOLAR POWER

• Use super capacitor.
• It can charge, discharge and store electricity quickly.
• Charging is done when bus stops on station.
• Achieving zero toxic gas on the process.
• Solar panels provided on the stations.

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 Transit Elevated Bus

Fig 5.3 Solar panels provided on stations

6. STEPS INVOLVED IN IMPLEMENTATION

The steps involved in implementation are

1. Re-modelling of road

2. Station

6.1 RE - MODELLING OF THE ROAD

6.1.1 Laying Rails - The rails will be laid on both sides of the road and the bus can
run on the rails and saving 30% energy due to less wheel rolling resistance.

Fig 6.1 Laying of rails

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 Transit Elevated Bus

6.1.2 Track design - A design which has proved quite satisfactory in one district may
fail completely in another locality. From this it is obvious that particular consideration
should be bestowed upon the local conditions and service requirements. The more
important of the local conditions are the sub -soil and the weight and density of the
vehicular traffic, whilst the chief items to be taken into account in connection with the
car service are the speed and weight of the cars and the frequency of the service.

As we are talking about the track design in a Metropolitan City with dry sub- soil and
high traffic density and assuming the heaviest vehicle on road as a normal freight
truck and it is obvious that the road will be asphalted all along the path of the project,
we design a track which is even more upgraded and strong enough to withstand the
continuous high dynamic axle loads.

As we remind that this project uses the tracks and technology used in the tramways.
Rolling back to history the track design was totally different. This figure gives us the
total information. This is more like an I- Section used in normal railways with a web
and two flanges. This was used extensively but has some disadvantages like:
• It had risks of buckling when long sections of tracks are used.
• It is more exposed to water even though concreting is done all along the base.
• Due to the varying sections in the track when heavy rolling stock goes loud
noises develop.
• These are very difficult to lay and have to be changed more frequently.
• With these tracks the temperature correction cannot be given to the particular
extent.

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 Transit Elevated Bus

Fig 6.2 Typical Cross sections of a tramway I Section

Now through research a lot of changes have been made on the above section and a
section LR55 has been developed. The rails are low profile rail grade steel weighing
55kg per meter.
We can simply describe this as a Steel Gutter in reinforced concrete panels. The LR55
has many advantages like:

• These can be laid very easily and a quick progress of work can be achieved.
• These tracks have long durability and need not be changed that frequently [4].

• These can be pre-casted which is the most highlight advantage of the whole.
• The noise levels are lowered considerably.
• The panel lengths can be made up to 8000 mm, as buckling effect is
minimized to a large extent.
• The seepage risks can be dealt more efficiently as drainage pipes can be
provided on both sides of the track.

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 Transit Elevated Bus

Fig 6.3 LR55 Track

Fig 6.4 3-D view of track

Fig 6.5 LR55 test track

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 Transit Elevated Bus

The LR55 comprises a string of Concrete, lintel like blocks laid along the line of
each rail in a shallow trench cut in the road surface. The broad base of the
concrete spreads the load of the vehicle over a larger ground area.

6.1.3 Track Alignment -The LR55 track is placed in a precast or cast in situ concrete
bed (M30) of depth 180 mm. The rails are bonded using polyurethane, a two pack
polymer that is mixed and injected to bond the rails into the foundation troughs and to
provide the resilience for load spreading and vibration reduction. The troughs are
precast, pre-stressed concrete and are delivered in lengths of up to 8 meters.

6.1.4 Autopilot- As city population grows, an innovative means of public

transportation with high efficiency and large capacity is on call. Also, as far as the
public transportation is concerned, safety precaution measures are indispensable.

Fig 6.6 Painting white lines

The white lines are painted on both sides of the road and buses will have auto pilots
which will follow these lines and run stable while moving.

Working: This proposed system is an autonomous straddling bus and it eliminates

the need of any driver. Thus, any human error is ruled out. In this project
microcontroller from ARM family has been used as CPU. Whenever the train
arrives at the station it stops automatically, as sensed by an IR sensor. Then the
conveyer starts automatically so that the passengers can go inside and outside the
bus. The movement of the bus is controlled by a motor driver IC interfaced to the

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microcontroller. The train incorporates a buzzer to alert the passengers before

staring. As the bus reaches the destination the process repeats thus achieving the
desired operation.

Further the project can be enhanced by making this system more advanced by
displaying the status of the bus over an LCD screen for the convenience of the
passengers. The status of the train consists of the parameters like current station,
next station, number of passengers onboard etc. In this RFID based automatic fare
collecting system using RF ID card Ticketing explained that a system that uses the
station based location information. Card is sensed twice while entering the bus and
while leaving the bus. The deduction of travelling fare is based on the number of
stations covered between two punching. Using the station count we can find the
distance travelled and amount. The amount can be deducted from the card. A
microcontroller can be used to program this system by interfacing RFID card. By
implementing this system the usage of loose cash can be reduced and efficient
ticketing can be implemented.

Flowchart:

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 Transit Elevated Bus

Fig 6.7 Flowchart

6.2 STATION

There are also two ways in dealing with station platform:

1) Using the built-in ladder at stations, so that passengers can go up and to the
overpass through the ceiling door.(Air Lift Stations) 2) Load/unload through
the side platforms.

Fig 6.8 Air Lift Station

Fig 6.9 Platform Station

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Plan of Stations for the Straddle Bus:

As per plan 1; for a higher capacity of passengers in busy areas, the building is
G+1 building with all the basic amenities such as, escalators, toilets, food kiosks,
parking etc.
As per plan 2; for a considerably lower capacity of passengers in areas where it is
not that busy. This building is also a G+1 building with all the above facilities but
lacks parking.

Land acquisition for the station buildings:

As free government land is very limited all along the project road, some portions of
land must be procured.
For Plan 1 station building: Area of total 800 m2.
For Plan 2 Station building: Area of total 200 m2.

Fig 6.10 Plan of Ground Floor

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 Transit Elevated Bus

Fig 6.11 Plan of First Floor

7. WHY IN INDIA?

As the result of rise in petrol price, travelers are tempted to

use public transport, which helps to lower the current pollution situation.
However, in reality, the public transport system is not good that causes people
waste much time waiting and travelling between bus stops, even not mentioning
the bad service of this means. Undeniably, the demand of private vehicle is
inevitable. It is likely to see that if the government decides to set the high price of
petrol, it will be the personal burden for people, especially low-income workers
who are using motorbike to make ends meet. It is their stumbling block that the
daily spending for travelling is escalating while their salary remains unchanged.
Furthermore, heavy charge of petrol will trigger panic and the affection of
irrelevant items such as foods, footwear, which damages the social stability. As
mentioned above, the measure of pushing petrol price up is not essential for
causing the social issues in citizen's psychology and their life. In order to combat
the problem of traffic congestion, it is believed that the government should
establish a good traffic infrastructure by widening road, building more overhead
bridges or introducing a new technology.

India is second largest in population. Because of High

population density, India's major cities are facing traffic jams. 30% of traffic jams
can be avoid by using straddle bus. As a developing nation India facing air
pollution. Straddle bus can prevent 2640 tons of carbon emissions that 40 buses
emit annually. Fuel cost in India is high comparing with other nations. 860 tons of
fuel can be saved by using straddle bus. Shortest construction life cycle of nearly 1
year to build for a 40kms path. Straddle Bus technology can be implemented in
most of the Metropolitan cities.

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 Transit Elevated Bus

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 Transit Elevated Bus

8. CONCLUSION

The findings indicate that a transport system which is

ecofriendly and cheap and has universal design access plan should be incorporated
rather than high transport system facilities and so the straddle bus technology
proved ideal replacement for the metro rail projects. The Technological and
economic feasibility done in the previous chapters made it evidently clear that it is
best suitable , but the main disadvantage of this technology is , it is accident prone
to reduce these risks the commuters must have awareness programs and let them
know about the technology and how to mingle with it. Apart from this the bus has
been advantageous in every aspect. The major conclusions are a 30 km stretch
project to build a metro rail takes 3-4 years, but on the same 30 km stretch if a
Straddle bus is built it can be finished within a year. The quantity of material used
in Straddle Bus technology is very less as compared to the huge amounts of
material used in metro rail projects. The LR 55 rail has a radius curve of 12 m
were as a metro rail concrete structure has maximum up to 8 m radius curve
,beyond that it’s very difficult to place and eccentricity varies greatly. The straddle
bus stations costs less to build as they are of mostly G+1 buildings, whereas in the
case of Metro rail project, if a section is underground, building a station requires
great money skill and time, as well as the elevated part where a station must be
built on long columns of great width and depth which costs a lot to build.
Considering these all factors and taking this report as basis for future research on
this technology, this has the potential to replace the reigning transport system in a
cost effective manner.

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 Transit Elevated Bus

REFERENCES

[1] Arun.R, P.Gokulsrinath, S.Infant Ezhilarasan, T.kaviyarasu, “A Study On

Land Air Transit Elevated Bus” International Journal of Recent Trends in
Engineering & Research (IJRTER) Volume 03, Issue 1; January - 2017

[2] Shrayash Sharma, “Use of intelligent transport system at Pune”, International

Journal Of Engineering Research & Management Technology ISSN: 2348-
Volume 1, Issue-5

[3] Vishal Sunil Pansare, Vinod Mahadev Kenjale, Mahesh Mohan Salunke,
Prof. Kiran Ganpat Jagtap, “Autonomous Elevated Travelling System
Straddle Bus” , International Journal for Research Trends and Innovation
,Volume 2, Issue 4
[4] Allam Dinesh Reddy, “Techno Economic Feasibility Of Straddle Bus
Technology In India”

[5] Vishal Sunil Pansare, “Transit Straddling System” , Journal of Embedded

Systems and Processing Volume 2 Issue 2

[6] Tahir Zahoor, Bipin Kumar Singh, “New Technology in the road and
construction” , International Journal For Technological Research In
Engineering Volume 4, Issue 9, May-2017

DEPARTMENT OF CIVIL ENGINEERING, FISAT