1.INTRODUCTION:

India is one of the leading developing country in the world community today.

But, the main obstacle it is facing is its large population. Now a days

communication has been one of the most important aspect where our country

is concentrating to work in, for its development, where mass transportation

plays a vital role as we always have to think about moving of a large

population in a very denser area. That’s why our Government is planning to

implement the new technologies in mass public transportation.

1.1: THE URBAN TRANSPORT TECHNOLOGY FOR THE NEW

MILLENIUM

The most precious asset in growing urban areas is the land. Allocation to

residential and commercial purposes put heavy pressures on land for public use

like parks and open spaces apart from very important and critical roadways.

Hardly 6% to a maximum of 18% of land in cities form roadways. The roadways

once laid- almost remain constant – at best- and may effectively reduce by

uncontrolled encroachments. The physical constraint of road area being

constant, as population increases, naturally loads on roads increase.

As more and more people from different habitats try to converge on to the

central business district, the road has no capacity to handle and congestions

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erupt. Roads take one exactly to the point where one wants to go. But the

capacity is limited in terms of passengers per hour that can be handled. Even if

one considers only buses, need to maintain the braking distances between two

buses and the space

maintained between them affects speed as well as limits per lane what capacity

can be achieved. When mass transit , that too at higher speed is required, rail

based systems only can handle.

1.2: Requirements of an ideal urban transport system:

Heavy concentrations of residential units coupled with required

movement to work places or to market places demand transportation of

people.

Roads are to cater for the same. But roads have a limitation- the area

available remains constant, once the development is completed, and old cities

in particular throw up the problems of mismatch of designed capacity versus

the increasing pressure of populations.

Let us examine the various modes of transport that population uses in a

city and their capacities and limitations, to evolve requirements of urban

transport solution in a holistic manner.

Currently available solutions are either elevated railway or underground

railway if mass transportation is required:

Elevated railway technically cannot reach truly congested central busy

roads where the mass transport is needed. It is also too invasive and may

require dislocation of some portions of habitat as well as introduces noise

pollution.

Underground railway is less invasive on surface but still poses technically

challenging risks of fires and evacuations. It also has to address concerns for

foundations of heritage buildings.

If road vehicles are involved, in inter-modal transfers, it becomes weak

link in the chain of transport between walking and railway. Both modes suffer

from derailments and capsizing killing commuters.

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Surface railway is impossible to lay in an existing city. But even to lay the

same in a new development, one should keep in mind what happens after 50

years of laying the same. We have living example of our own suburban system.

The city remains divided by the corridor and it is an eternal noise polluter in the

heart of city day in and day out. Sudden disgorging of heavy loads of

commuters at stations create need less congestion on the roads, reducing

quality of life. Almost close to 2000 persons die annually- because of

trespassing or falling from trains in our present system- whatever be the excuse

and justification for accepting the same. In addition vulnerable to minor

vandalism by urchins, but resulting in grievous injuries like losing sight for the

commuters. Again this mode cannot follow roads, so the weak link of road

vehicles has to be brought in for inter-modal

transfers.

Derailments, collisions and capsizing concerns remain with loss of life for all

the above mentioned three systems.

The infrastructure created for urban transport is hardly utilized to 30 to 40%

capacity because of directional as well as inevitable peaks for limited hours in a

day. It has no other use and just idles.

1.3: An ideal solution is one which:

1. follows the existing roads- but does not take road space- and be as flexible as a

bus

2. Have rail based mass transit capacity, same as existing rail

metro

3. Does not divide city while providing integration along its

alignment

4. Be derailment and collision proof- with NO CAPSIZING of coaches- so

that there can never be loss of life

5. Be free from vandalism

6. Noise free and pollution-free

7. Non-invasive -requiring the least amount of scarce land space- and not

come in the way of development.

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Sky Bus technology as offered by Konkan Railway meets the above

requirements, and helps us re-define the thinking and planning for urban

transport.

1.4: SKYBUS METRO:

All administrations are in search of an economically viable solution to the

transportation problem, which is also environmental friendly. The present

conventional capital-intensive technologies are proving to be financially unviable

and require heavy subsidy, which is not practical.

The new technological solution, in terms of Sky Bus Metro is based on the

concept of Sky Wheels presented in 1989 at World Congress for Railway

research. This innovative alternative transportation solution completely

eliminates any possibility of vandalism, derailments and virtually maintenance-

free.

Sky Bus Metro is the new rail based mass transit system that re-defines urban

transport solution making the existing elevated and underground metros

obsolete! Sky Bus Technology Launched 15th Oct.2003 Life size Prototype at

Margao, Goa by Shri Nitish Kumar ji, Hon'ble Minister of Railways, India.

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2. The Inventor and developer of Skybus:

“ Every human born on the planet earth is entitled as birth right,

practically free food, shelter, travel and communication; this is my belief and

conviction. To achieve this mission, we must aggressively apply science and

technology to progressively reduce the cost of infrastructure while improving

continuously the quality of life.”

“ My life and activities have been guided by this mission.”

Er. B. RajaramB.E., M.Tech., F.I.E IRSE(retd.,)

email: director@atrilab.com

Mr. B. Rajaram (born 1945) is a First Class First with Distinction

Engineering graduate and an M.Tech from IIT/Kharagpur. Having served a

decade in railway open line in various capacities, another decade in Railway

research at RDSO & IIT, worked abroad as consultant till 1990.

He was involved with the Konkan railway project from the beginning of

construction (1990) as a Chief Engineer, Director (Projects) and finally as the

Managing Director(1998 to Jan, 2005)

His inventions cover railway technologies, world’s first Intelligent Anti-

collision Devices Network,"RAKSHA KAVACH" (already under implementation

over 2500km of route on Indian Railways), Sky Bus Metro (concept first

presented in Bologna University Italy, by him in 1989)

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In November 2007, he was given the responsibility as Member of the

Empowered Board, ITER/India, Dept of Atomic Energy, Government of India, to

deliver world's first fusion reactor in France as part of International effort

involving USA, Russia,EU, Japan, S. Korea and India.

3.DESCRIPTION:

Heavy 52/60 kg /m rails placed at standard gauge floating in elastic

medium and damped by inertia of measured mass held in a 8 mX 2m box

enclosure, supported over a 1m dia. columns spaced at 15 m and located at 15

m distance from each other, in the divider space in between lanes on a road-

way, at a height of 8m above road surface- provides the support and guidance

for powered bogies which can run at 100 kmph, with the coach shells

suspended below , carry passengers in air conditioned comfort, can follow

existing road routes, while existing traffic on roads continue.

The fixed structure at 8 m height above road level is aesthetically pleasing and

there is no concern of claustrophobic feeling for road users.

Aesthetic and eco-friendly, the Sky Bus can never derail, capsize nor collide-

by design as well as by construction, hence is safer than existing rail-based

system. With no signalling and having no points and crossings, it is a unique

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mass-transit system, which can be put up within two years in any crowded &

congested city.

Sky Bus metro falls under tramway category, under Art 366(20) of

Constitution of India, since it operates along existing roadways and within

municipal limits, hence excluded from Indian railway act.

4. Technologies

4.1: THE SYSTEM:

Well proven rail guided bogie system commonly used for normal railway system.

Proven 3 phase asynchronous AC electrical motive unit-well proven and widely

adopted abroad as well as in India.

Light weight coaches called “Sky Buses” which are suspended from Bogies and

Travel below rail guides.

Pre-fabricated latest construction technologies, which save time and money

resulting in easy execution of the project in busy urban areas without disturbing

the existing traffic pattern. These structural engineering methods are well proven

which do not have any project execution risk attached.

Information technology tools for economic communications and control.

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The project will be of world class standard and will place India in the forefront of

providing the much needed alternative transportation solution, which is a

financially viable, environmental friendly, synergising well proven existing cutting

edge technology.

4.2: DESIGN LOADS :

The sky bus metro is designed considering various parameters to make it the

mode of mass transportation of the next generation. Passenger’s safety,

environment safety, low cost of production, noise less movement and economic

running are few most important parameters, based upon which this is designed.

• Max axles load 12 tones.

• Weight of

- Bogie-2 axle motor: 5 t

- Tare weight of coach: 6.5 t

- Weight of equipment: 2t

- Passenger load: 9 t

- Total for a bogie: 24 t

- Axle load: 12t

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5. WORKING PRINCIPLE OF SKYBUS:

Standard Railway coach running on railway track…

The under-frame with standard railway wheel-set

running on railway track..

The under-frame remains same, railway wheels run on the same track,

the coach is firmly attached to the under-frame positively .

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The under-frame with wheels and railway traction motors & railway track

enclosed in the concrete box- travel on the railway track , carrying the coach

below outside the concrete box- now the coach and the track are positively held

together- cannot escape from rails!

6. THE COMPONENTS OF SKY BUS:

The system Sky Bus Metro consists of several conventional and

some new proven technologies, which makes the Sky bus more efficient.

These are designed so that to keep the sky bus moving without any defect

and to give the passengers the ultimate comfort along with other luxurious

facilities which they can not get in the local buses or in trains.

The various important components of this system are given bellow

with their real views;

• The sky way

• Sky bogies

• Sky coaches

• Sky stations

• Traverser arrangements

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( THE SKY WAY ) ( SKY BOGIE )

( SKY COACHES ) ( SKY STATION)

( TRAVERSER ARRANGEMENTS)

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6.1: SKY WAY

• In the middle of roadway pile foundations support 1 m diameter column

approximately 8 m high, and space at 15 m all along the roadway

• The sky way consists of a concrete box structure carried over a series of

piers at a height of 9 m to 10 m above existing road level. Two rails fixed

with appropriate fastenings within the concrete box support and guide the

sky bogie.

• There are no points & crossings.

6.2 : SKY BOGIE

• Standard two axle bogies used in metros for speed of 100 kmph are used

(but can have higher speeds,if required up to 160 kmph)-of standard

guage

• Linear induction motor technology is incorporated-with 4th rail driving

which is above the bogie/or 3 Ph AC motors with regenerative power

capability.

• Third rail is used for current collection

• Braking-bogie mounted

• Regenerative

• Disc brakes

• Emergency mechanical brakes

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6.3: Sky Coaches

• Double walled light shells with wide large windows are suspended

from the sky bogies

• Controlled banking on curves- even 100m radius curves can be

handled.

• Air conditioned and with automatic doors

• Audio visual information to passengers

• Special 4m wide sliding doors for quick entry and exit of passengers

• Each pair carries 300 persons and service every two is possible.

6.4: Sky station

• Unlike conventional mass transit systems, Sky Bus needs smaller

stations

• Service is every 2 minutes that is virtually no waiting time for passengers

• Totally automated without drivers or guards-and access control is also

electronic by prepaid cards being swiped in

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• Stations act as only access facility, and not as passenger holding area

6.5: Traverser:

There are no points and crossings. The traverser is the system which

automatically shifts the sky bus units for balancing the loads/ changing routes

too as well as shift units to depot lines etc. Proven technologies and a very

simple solution by merely re-engineering the components constitute Sky Bus:

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7: Salient Features

Standard Gauge Rail tracks

60 kg rails fitted with double elastic fastenings, with Standard Gauge on

sleepers designed & tested for 20 t axle load norms forming maintenance

free tracks`

Driving bogies:

100 kmph standard gauge 12 ton/14 ton axle load powered bogies -same

as used in metro rails with 4x110/115 Kw asynchronous 3 ph AC motors

with power-regeneration and capable of peak 1.3m/sec/sec acceleration

Braking:

Electrical re-generative braking, coupled with compressed air disk

mechanical brakes and emergency/ idling mechanical brakes for stabling.

Crushing load for underframe:

Underframe- fit to take crushloads of regular main line coaches- more than

70t

Train unit:

Each train unit 20m long with two driving bogies- the coach divided into

2x9.5 m long buses connected through vestibuled door

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Capacity of 20m long train unit:

Each Skybus unit 20m long having two compartments( 3.25m x 9.5m) of

9.5 m , can carry almost 400 persons at 7 persons/sq.m density peak.

The 20 m units can be attached to form a 3 unit, 60m long train of 1200

persons capacity

Signal & train control:

Simple three aspect signal system driven by line of sight by motorman, with

additional unique safety layer of Raksha Kavach, capable of providing 40 sec

headway- but planned 60 sec.

Route Capacity:

A Skybus route can thus be designed even at 60 sec headway, to carry

20,000 to 70,000 passengers per hour per direction in peak period.

Security and safety:

Continuous computerised central monitoring & control with provision

of audio/visual access for each coach for security. Distributed intelligence

systems with redundancy to provide

protection against swinging under wind loads/emergecy localised

control/ prevent over-loading/ emergency evacuation guidance.

Track changes and reversals at terminals:

The reversal for the Skybuses at terminal points, to change tracks or go to

depots happens through traversers- mechanical auto driven systems

capable of handling 60m consists of Skybus units.

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Stations-elegant and small:

Stations are 60m long to handle three units of Skybus, covering next 25

years of requirements-though initially only 20m length is needed.

Easy Access:

Access is from existing footpaths, climb limited to 6 m for passengers-

within 500 to 600m from wherever you are on the road having Skybus

route.

Turning radius & gradient:

Can be designed for 20m radius of turning radius, and vertical lift, if

needed- thus we can avoid totally demolition of any built up urban

property, if needed.

On line maintenance of rolling stock and tracks:

Maintenance is through continuous monitoring of vibration signatures, and

directed by need automatically by computerised systems- much more

advanced than existing manual inspections only and periodic checks.

All the sub-systems /elements are to existing UIC/Indian Railway codal

practices applicable to railway transport.

Cargo handling capability:

Cargo of standard containers are automatically delivered and cleared into

and out of city.

Safety Certification for Public carriage:

Will carry international class safety certification by renowned world class

safety certifiers.

Guaranteed against derailments and capsizing- making it a unique railway,

where coaches can never escape the tracks.

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Terminal concept:

Current concept of a railway terminal replaced in this "grid" system, by a

multi point distributed discharge and access- almost eliminating inter-

modal transfers. Each station designed for handling whatever commuters

can arrive on a 4m wide foot-path- with waiting time less than one minute.

Land requirements for route, stations and at depots:

All along the route the alignment is typically located on the median (

1.2m diameter columns at about 20m spacing) of the road, needing

right of way at 6.5m above the road, the fixed structure carrying

railway tracks located at about 11m- thus avoiding claustrophobic

effect for road users. Typical road widths normally of 10m all along

and at station locations 20m width for 60m length desirable.

Depots will be outside the urban areas, needing about 25 hectares

land for services for every 10 km route.

Stations are located with access from existing footpaths, and over

and above existing roadways, none of them longer than 60m to cater

to next 100 years of requirements of city- practically requiring little

land.

Power requirements:

Typically for tropical climate conditions, for a module of 10 km route, 15

MW power needed covering traction and all services including comfort air-

conditioning loads at stations.

Quality of service and pricing:

With access within 500 to 700m walking distance, air-condition travel at

100 kmph , service available at less than a minute during peak hours,

priced at Re 1.50 per km falling to Re 1 for regular travels with lead of

more than 7km can be provided.(typical) (year 2005)- if ridership per a 10

km route is a little more than 3 lacs per day.

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Typical costing ( Year 2005-06)

For typical installation to handle 40,000 passengers peak load per hour, on

a double line, the cost on turn key basis will be Rs 55 to 60cr per km, and

construction period less than 3 years, for a minimum module of 10 km

route.

8. Advantages:

Fast Transportation

• Every minute passengers to get Air Conditioned 100 km/hr speed travel

facility, covering distances at more than 45 km/hr. Average speed at just

50 paise per km.

No Land Acquisition Problems

• In this new technology of `Sky Wheels’, almost no land acquisition will be

required, except for providing for right of way on existing roadways.

Only at terminal points, minimum amount of land of the order of 2000 to

4000 sq.m of area will be required

• That too at places away from the urban center.

No demolition

• Of structures or gardens. No environmental hazards.

No Vandalism

• Not vulnerable to persons throwing stones and track is inaccessible.

Fire Protection

• Fastest evacuation in case of fire as compared to underground metros.

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No capsizing

• If at all derails, cannot fall down coach keeps hanging. Hence no

capsizing takes place as compared to railways and underground metros.

No Deaths

• Due to trespassing/falling off from train- In normal metros like Mumbai

daily 2 to 3 deaths occur on the system with total casualties reaching

almost 2000 per year.

Deep Penetration

• Sky Bus follows existing busy roads, thus reaches the very heart of the

city decongesting the roads. This is not possible in case of Normal

Railway.

Low Capital cost

• Almost 50% of elevated systems & 25% of underground metro for same

performance standards

Lowest Operational cost.

• Maintenance free tracks, no signals & points & crossings to maintain.

No interference with normal road traffic

• Does not require road over /under bridges.

Fast Clearance

• Since the system involves guide ways in the sky, which does not fall into

an exact definition of Railway, the number of agencies involved in

clearing and executing the project will be minimum and only one authority

at state level will be created for implementing the project.

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Capacity

• Can handle 18 000 to 80 000 pphpd (Persons per hour per direction) and

can still cater to growing needs. >

Flyover

• It can be built on roads with Fly over. It is not an impediment.

Fast Execution

• From the date financial closure is achieved, the Project can be completed

and commissioned within 100 weeks i.e. about 24 months.

No Pollution

• Aesthetically pleasing & no noise pollution.

No Force Major

• Insulated against floods, rains and obstruction on track.

No traffic Jams

• You reach your destination fast.

No waiting

• There is a Sky Bus every 1-minute or even 40 seconds, if admrisrtation

like.

Low Travel cost

• At 50 paise per km, Air-conditioned travel is affordable.

Comfort

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• All Sky Buses are Air-conditioned giving you excellent comfort of

traveling.

Tourism

• Enjoy the bird’s eye view of your city.

Easy Access

• User needs to walk maximum 500 meter distance to board the Sky-Bus.

Amenity

• Senior citizens and differently enabled persons have lift facility.

Luxury

• Clean and comfortable cafes, business centers, restaurants and

communication facilities with health parks made available on Sky-Top,

thus adding to urban space.

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9.SKY BUS IN NEAR FUTURE:

After the successful test run of the sky bus in its test track in

Madgaon , Goa , The Indian Railway has recognized its work efficiency and

found it as the future of mass communication in the urban areas. The Skybus

has proved its effectiveness in various sectors in all the tests it has gone

through. Hence the. Skybus has proposed by the Railway department in

following cities of India:

Ahmedabad,Pune,Kochi,Kolkata,Lucknow,Mumbai,Pondicherry,Ranchi,Shiml

a,Thane,Bhubaneswar,Banglore,Chennai Coimbatore Delhi, Goa, Gurgaon,

Hyderabad.

10.SAFETY MEASURES IN SKYBUS SYSTEM:

Compared to conventional railway systems, the centre of gravity of the mass

being carried on the wheels is brought down to be closer to the wheel support-

hence dynamic safety is many time improved

In conventional railway wind can topple the trains.In Sky Bus wind cannot

topple- there is positive link between the rail guidance system and the Bus

Coaches- with 400% safety factor built into multiple suspenders.

The railway bogies in conventional system have propensity to lose control

on derailment, but additional safety in Sky Bus bogie is that we have derailment

arresters, which prevents the wheel from jumping off the rails. So we are

ensuring that there is no derailment.

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RAKSHA KABACH (ACD)

The chances of collision between two skybuses is nearly zero. Because the

well tested anti collision device developed by Er.B.Rajaram called as “RAKSHA

KABACH” will be there in each sky bus bogiee.

In normal railway systems, when collision takes place,derailment also

occurs, and carriages capsize killing people. But in Sky Bus no collision can

take place between the coaches- even after the 3 levels of braking fail and the

Sky Bus units hit each other in a collision, the Sky Coaches in which people are

travelling, will only swing to and fro- but will not collide with each other nor

capsize.

EMERGENCY EXIT SYSTEM

But, if there will be any problem occurs in the skybus during its running and

it has to be stoped between two sky station, then there are the safety air bags

are provided with each coaches for emergency exit of the passengers in the mid

way.

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Technology Partners

Following companies are participants in development of SKY-BUS, Goa.

Bharat Earth Movers Ltd. LARSEN & TOUBRO Ltd.

Kineco Pvt. Ltd. Zygox Software Pvt. Ltd.

Bajaj Electricals Ltd.Technocrats Security Systems Pvt. Ltd.

A. Mohan Babu

Engineers & Contractors Chartered

Eng.

Paresh Construction & Foundations Pvt.

Ltd.

U.A.N. Raju Construction Ltd.V.G. Gokhale

Sakura Signs Pvt. Ltd. Patil Group of Campanies

TATA SSL Rex Polyextrusion Ltd.

HILTI Fedders Lloyd Corporation Ltd.

Picture Gallery of Skybus

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During Construction Pictures

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Finished SkyBus Prototype

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CONCLUSION

The Skybus is the technology breakthrough that India has achieved.

Skybus is an improved railway technology, eliminating the problems of existing

metro rail systems,like, derailments collisions, and capsizing crushing people.

Old conventional railwaymen, who remained basically operating and

maintenance experts, may take a little time to appreciate, but the fact remains

Skybus is an improved railway technology eliminating their fears of derailments

and capsizing from which they suffered for decades!

Financially Skybus Metro makes urban transport a dream come true for

administrators- virtually free gift to people without Government funding!

What needs to be done is to eliminate the doubting Thomas in our minds,

and adopt the Skybus, if we want to really solve the urban transport crisis!.

The Sky Bus metro is one single technology which can change the face of

our cities, take out almost 10 million road vehicles in the cities and make the

cities liveable, improving quality of life and attract and sustain economic activity

to generate wealth.

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BIBLIOGRAPHY

www.atrilab.com

www. konkanrailway .com

www.google.com

www.wikipedia.com

http://skybus.blogspot.com

http://skybus.metro.googlepages.com

Rail International -Brussels May 1983:- A simple approach

to study rail wheel interaction - Author- B Rajaram

Rail International -Brussels April 1984:- A New Theory of Rail Wheel

Interaction - Author- B Rajaram

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