CONTENTS

SL. NO. CHAPTER PAGE NO

1. INTRODUCTION
2. COMPONENTS OF SKY BUS
 THE SKY WAY
 THE SKY BOGIES
 THE SKY COACHES
 THE SKY STATIONS
 THE TRAVERSE ARRANGEMENTS
3. FEATURES OF SKY BUS
4. GRAVITY POWER TOWER
5. SAFTEY FEATURES
 DERAILMENT ARRESTERS
 SWING ARRESTERS
 ANTI-COLLISION DEVICE (ACD) NETWORK
 EMERGENCY EVACUATION OF PASSENGER COACHES

6. COMPARISON BETWEEN SKY BUS AND METRO

7. ADVANTAGES OF SKY BUS
8. SKY BUS METRO RAIL LINKING HIMALAYA REGION
9. CONCLUSION
10. REFERENCES
SKY BUS TECHNOLOGY
1. INTRODUCTION
Sky bus technology is developed by Mr. B. Rajaram. 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 January
2005).Sky Bus Metro concept first presented in Bologna University Italy, by him in
1989.
The Sky Bus technology meets the requirements, and re-defines the thinking
and planning for urban transport being an ecofriendly Mass urban transport system
revolutionizing urban life. It is a patented technology developed for the new
millennium and will cause a paradigm shift in urban transportation all over the world.
Being an indigenous technology, it will place India on the forefront of the Rapid
Transit Industry all over the world while providing the much needed alternative
transportation solution, which is financially viable, environment friendly, synergizing
well proven existing cutting edge technologies. Sky Bus is based on the concept of
Sky Wheels presented in 1989 at the World Congress for Railway Research by Mr. B
Rajaram, Managing Director of KRCL at Bologna University, Italy. The sky bus uses
pre - fabricated latest construction technologies, which in busy urban areas without
disturbing the existing traffic pattern. All these structural engineering methods are
well -proven. They have IT tools for economical communication and control. The 3
phase asynchronous AC electrical motor used for the propulsion of sky buses is also
well proven and widely used abroad as well as in India.
It is aesthetically pleasing and there is no concern of a claustrophobic feeling
for road users. Aesthetic, and eco-friendly, the Sky Bus is protected against
derailment, toppling or collision - by design as well as by construction, hence is safer
than the existing rail based system. At the cost of Rs. 50 Crore per km. in India, the
system is noise - free and pollution - free with a capacity to transport 36000
passengers per hour (pph), scalable to 72,000 pph as required. With no signaling
and having no points and crossings, it is a unique mass-transit system that can be
put up within two years in any crowded & congested city. In addition to moving
people, the Sky Bus system can carry standard 20 ft. containers, boosting its
capacity utilization to double that of other existing systems.
 The Sky bus is essentially a fusion of a bus and a train. Its carriage looks like
a bus, but it runs like a train. It is located 8m above the road level. Heavy 52/60kg
rails are placed at standard gauge, floating in elastic medium and dumped by inertia
of measured mass held in 98m x2m box enclosure. Rails are supported by the
columns having diameter 1m having a spacing of 15m and located at 15m distance
from each other. Above that columns support and guidance for boggies are provided
which can run at 100kmph with coach shells suspended below it carrying
passengers in air conditioned comfort. The coaches can never escape guidance
system and jam over tracks. But same speeds as carried in regular high speed metro
rail can be handled by Sky bus.

2. COMPONENTS OF SKY BUS

Fig 2.1 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 cannot get in the
local buses or in trains. The various important components of this system are:
• The sky way
• The sky bogies
• The sky coaches
• The sky stations
• The traverse arrangements
2.1 THE SKY WAY
The sky way consists of a concrete box structure 8.4 x2.4m carried over a
series of piers at a height of about 9-10 m above existing road level. In the middle of
roadway pile foundations support 1m diameter columns spaced at 15-25 m along the
roadway in the median of the road. Two rails fixed with appropriate fastenings within
the concrete box support and guide the sky bogie. In addition, the closed concrete
box includes sufficient walkway on either side of the tracks, so that people could
walk in the closed concrete box for inspection and maintenance.

Fig 2.2: Sky way

The top of the closed concrete box, which runs continuously on the columns,
could be used innovatively, such as a strip park open for pedestrians or for other
appropriate uses. The concrete columns could be placed at 15 meters or less
depending on the street conditions in the urban area and curvature of the sky way in
curves. The height of the sky way is also dictated by the street conditions, such as
minimum clearance, similar to bridges and potential joint development opportunities.

2.2 SKY BOGIES

 Fig 2.3: Sky bogies
Standard two axle bogies can be used in metros for speed of 100 kmph (but
can have higher speed, if required, up to 160 kmph) of standard gauge. Linear
induction motor technology is incorporated with 4th rail driving which is above the
bogie and 3 Phase AC motors with regenerative power capability. Third rail is used
for current collection. Emergency mechanical brakes are also provided. They are
also regenerative type.

2.3. SKY COACHES

Fig 2.4: Sky coaches

The sky coaches are suspended from the bogies. Each coach is designed to
10 carry about 150 passengers. The sky bus can be formed with 2, 4, and 6 coaches
resulting in bus capacities ranging from 300, 600, and 900 passengers per bus,
respectively. At headway (time between successive trains) of 40 seconds, the
directional capacity is in the range of 27,000 to 81,000 passengers per hour. At one-
minute headways, the directional capacity is in the range of 18,000 to 54,000
passengers per hour. These capacities are sufficient enough in urban areas of many
developing nations. The coaches are made up of double walled light shells with large
windows. They can negotiate even 100-meter radius curves under controlled
banking. Each coach is provided with 4-meter wide sliding automatic doors. The
width of the doors is considered to be sufficient enough to empty fully loaded coach
(150 passengers) and fill to its full capacity in 20 seconds. The interior of the air
conditioned coaches can be designed to optimally mix seated and standing
passengers depending on the transit function of the system, such as short shuttle
operation and line haul operation. The Coaches are equipped with audio visual
equipment to enable communication with passengers in the car. The Integral Coach
Factory (ICF) of the Indian Railways has manufactured and supplied 35,000
coaches. It has a manufacturing capacity of 1000 coaches a year and exports
coaches to several developing countries.

2.4 SKY STATIONS

Fig 2.5: Sky stations

Unlike conventional mass transit systems, sky bus needs smaller stations
about 50m long. Stations are available at every 1 km. It is a natural footbridge across
the road. From up line to down line the station provides natural access which is easy.
Service is provided at every 2 -3 minutes and thereby there 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. Station act as only access
facility, and not as passenger holding area. Stations are elevated from the ground
level and easy to access in mountain region since all village towns are located at
high level. Stations are designed with 18-m length platforms to serve 2-car trains.
Stations can be equipped with automatic fare collection system using prepaid card
swiping mechanism. The elevated stations can be connected to the road level by
staircase and/or elevators. The stations can be free standing or can be incorporated
in other buildings such as railway stations, hotels, and shopping centers to achieve
better access through joint development opportunities. The stations are designed to
be simple and functional. Indian Railways has sufficient expertise to design, operate,
and maintain these kinds of stations.

2.5 TRAVERSER ARRANGEMENTS

In order to change bogies from one track to other or to shift to a track leading
to maintenance facility without using switches and sidings, an innovative facility
called Traverser is developed The facility automatically lifts and shifts the sky bus
trains from one track to other. Traverser is based on the experience with the proven
load movement technology used on large manufacturing workshop floors. There are
no points and crossings.

Fig 2.6 : Traverser arrangements

3. FEATURES OF SKY BUS

◈ Standard gauge rail tracks

60 kg rails are fitted with double elastic fastening, with a standard gauge of
1435mm. The sleepers are designed & tested with an axle load of 20 tone and
resulting in a maintenance free track.

◈ Driving bogies
 The bogies used here are of same specifications as that in the case of metro
rails such as 100kmph standard gauge 12 ton/ 14 ton axle load powered bogies with
4x110/115 KW asynchronous 3 phase motors with power – regeneration and
capable of peak 1.3 m/sec acceleration

◈ Braking

Breaking is of electrical regenerative type which is coupled with compressed

air disk mechanical breaks and emergency /idling mechanical breaks for stabling

◈ Crushing load for under frame

Under frame is able to take crushing loads more than 70 tonne.

◈ Train unit

Each train unit is of 20m length and which consist of two driving bogies- the
coach divided into 2x9.5 m long buses connected through vestibule door.

◈ Capacity of 20m long train unit

Each Sky Bus unit having two compartments having a size of 3.25m x 9.5 and
it can carry almost 300 persons at a time. The 20m units can be attached to form a 3
unit, 60m long train of 1200 person capacity.

◈ Signal & train control

Simple three aspect signal system is used here that is in this case, each
signal has three lamps arranged vertically. The top one is green the middle one
yellow and the bottom one red. The red and green lamp indicates indications as in
the two aspect system and the yellow lamp shows the caution indication. Signal is
driven by line of sight by motorman, with additional unique safety layer of
RAKSHAKAVACH, capable of providing 40 sec headway- but planned 60 sec.

◈ Route capacity

A Sky Bus route can thus be designed at 60 sec headway, to carry 20000 to
70000 passengers per hour per direction in peak period.

◈ Security and safety

Sky bus is controlled automatically by a continuous computerized central

monitoring & control system with provision of audio/visual access for each coach for
security. Distributed intelligence systems with redundancy to provide protection
against swinging under wind loads/emergency localized control/prevent over-loading/
emergency evacuation guidance. The coaches can never escape guidance system
and jam over tracks and hence avoid accidents.

◈ Track changes and reversals at terminals

The reversal for the sky buses at terminal points, to change tracks or go to
depots happens through traversers- mechanical auto driven systems capable of
handling 60m consists of sky bus units.

◈ Stations-elegant and small

Stations are 60m long to handle three units of sky bus, covering next 25 years
of requirements-though initially only 20m length is needed.

◈ Easy access

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

500 to 600m from wherever you are on the road having sky bus route.

◈ Turning radius & gradient

It can be designed for 20m 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 computerized only and periodic checks. All the
sub-systems/ elements are to existing UIC/Indian Railway code 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

It will carry international class safety certification by renowned world class

safety certifiers.

◈ Terminal concept

Current concept of a railway terminal replaced in this “grid” system, by a 15

multi-point distributed discharge and access- almost eliminating intermodal transfer.
Each station designed for handling whatever commuters can arrive on a 4m wide
footpath – with waiting time less than one minute.

◈ Land requirement for route, stations and at depots

All along the route the alignment is typically located on the median (1.2m
diameter columns at about 15m 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 effect to 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 Rs 1.5 per
KM falling to Rs 1for regular travels with lead of more than 7 km can be provided.

◈ Typical costing (year 2005-06)

For typical installation to handle 40,000 passengers peak load per hour, on a
double line, the cost on turnkey basis will be Rs. 55 to 60 Cr. Per Km, and
construction period less than 3 years, for a minimum module of 10 km route.

5. SAFTEY FEATURES
Several safety features, which are developed as technology initiatives for
Konkan Railway operation and also innovative developments made specifically for
SBM, assre given below

5.1 DERAILMENT ARRESTERS

 Fig 5.1: derailment arrester
The bogies are equipped with Derailment Arresters. The Derailment Arresters,
which are instrumented solid rubber wheels, are connected to the 20 journals of the
wheel sets of bogies projecting upwards (inside the concrete structure) leaving a gap
of 15 mm to 20 mm between the rubber wheels and the surface of the concrete box
top . During normal running conditions, these rubber wheels of the Derailment
Arresters do not touch the inner roof of the concrete box maintaining the gap. When
a running wheel of a bogie tends to leave the rail (i.e. when a running wheel climbs
or wheel axle rises leading to derailment), before the flange clears the rail top, the
rubber wheel of the Derailment Arresters attached over that erring bogie wheel
touches the roof’s bottom inside the box. The touching of the rubber wheel of the
Derailment Arrester with the bottom of the roof of the concrete box triggers the
controlling computers to control the train’s speed and running. The erring running
wheel will be pushed back to the rail guidance in the process and not allowed to
leave the rail guidance, thus avoiding the occurrence of derailing. The bogie, if
defective, could be removed at the next traverser.

5.2 SWING ARRESTERS

The suspender rods, that connect the hanging cars traveling under the
concrete box with bogies running inside the box on rails, move though two parallel
slots continuously provided in the floor of the box.
 Fig 5.2: Swing arrester
The hinge or pivot mechanism of the suspender rods are allowed to swing to
a limited extent while negotiating curves and under normal lateral wind forces. In
order to mitigate the swing beyond the accepted limit, Swing Arresters are attached
to the suspenders. The Swing Arresters, which are instrumented solid rubber
wheels, are attached to the suspenders leaving a gap between the rubber wheels
and the bottom surface of the concrete box. These Swing Arresters works are similar
to the Derailment Arresters. When the swing is beyond the permissible limit, the
rubber wheel touches the concrete surface which triggers corrective action to control
the swing by reducing the speed or stopping the system.
5.3 ANTI-COLLISION DEVICE (ACD) NETWORK
An extensive ACD network has been developed by KRCL for the use of
intercity rail operation. SBM technology uses the ACD network concept. The ACD
network is intelligent microprocessor-based equipment consisting of a Central
Processing Unit and a Global Positioning System with a digital radio modern
communication system. The components of the ACD network are located in the front
and last coaches of every train and in stations. All these components in the ACD
network exchange information among them and automatically take decisions to
prevent collisions. SBM has the ACD network, and bogie-mounted disc,
regenerative, and mechanical brakes to prevent any collision. Even if all these
systems fail, the impact of collision will be taken by the under-frames of the bogies
running in the overhead concrete box. Passenger coaches, which are hanging from
the bogies are just subjected to swing in longitudinal direction, the intensity of which
depends on the severity of the collision.
5.4 EMERGENCY EVACUATION OF PASSENGER COACHES
 The electrical equipment, driving motors, and other probable sources of fire
hazard are located in the over-head concrete box, away from the passenger
coaches. Any fire related to the electrical equipment is restrained to the concrete
box. If there is any smoke, it will rise above and away from the passengers in the
cars, thereby avoiding asphyxiation, the main reason of deaths in transit cars.In the
case of a passenger car to be evacuated and it could not be run to the nearest
station for emergency evacuation, the following additional facilities are provided for
emergency evacuation of passenger coaches:
_ Bring another passenger coach on other track, and shift the passengers
from the problem coach to that car via extension walkways connecting the two 22
coaches.
_ Use emergency sliding chutes, as in an aircraft, provided at either end of
each passenger coach to evacuate passengers to the ground.

6. COMPARISON BETWEEN SKY BUS AND METRO

Table 6.1: Comparison of sky bus and metro

7. ADVANTAGES OF SKY BUS

1. In this new technology of Sky bus, almost no land acquisition will b’’e required, except
for providing for right of way on existing roadways
2. Only at terminal points, of about 2000 to 4000 square meters of area will be required,
that too at places away from the urban centre.
3. No demolition of structures or no gardens will be destroyed
4. No Vandalism. Not vulnerable to persons throwing stones. Track is inaccessible
5. Fastest evacuation in case of fire as compared to underground metros.
6. If at all derails, cannot fall down, coach keeps hanging. Hence no capsizing takes
place as compared to railways and underground metros.
7. No Deaths due to trespassing or 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.
8. 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.
9. Capital cost is lowest. Almost 50 per cent of elevated systems and 25 per cent of
underground metro required for same performance standards.
10. It has lowest running cost. Sky bus has maintenance free tracks, has no signals and
points and crossings to maintain.
11. Sky bus does not make interference with normal road traffic. It does not require road
over or under bridges.
12. 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 can be created for
implementing the project
13. It can be built on roads with Fly over. It is not an impediment.
14. From the date financial closure is achieved, the project can be completed and
commissioned within 2 years.
15. Sky bus riding is aesthetically pleasing and has no noise pollution.
16. Sky bus is insulated against floods, rains and obstruction on track
10. CONCLUSION
The Sky bus is the technological breakthrough that India has achieved. Sky
bus is an improved railway technology, eliminating the problems of existing metro rail
systems, like - derailment collisions and capsizing crushing people – which have
been suffered by country for decades. Financially Sky bus metro makes urban
transport dream come true for administrators and people. 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 live able, improving quality of life and
attract and sustain economic activity to generate wealth.
11. REFERENCES
1. Drupad M.Dodiya, Mahavir A.Chopar, Prof.V.J.Chitaria, (2013) Feasibility study of
Sky Bus in urban area, PARIPEX India Journal of Research, 2(4) ,187-189.
2. BalamuraliArumugam (2014), Feasibility study of sky bus metro Linking Cities in
Himalaya Region, Civil Engineering Portal, SSRG International journal of civil
engineering, Vol .1, Issue 5,pg 30 -32
3. Bondada, Murthy V.A. and Bojji, Rajaram 2005 Potential of APMs as Line Haul
Systems in Developing Nations: A Case Study¡ªSky Bus Metro Technology,
American Society of Civil Engineers, Automated People Movers 2005, CD ROM,
ISBN: 0-7844-0766-5, Stock #40766.
4. Rajaram Bojji (2009)Alternate Energy : Gravity Powered Rail Transportation Systems
,IJR International Journal of Railway Vol. 2,pg 22-29
5. Bhaveshkumar M. Kataria, Dr. Neerajkumar D. Sharma, Bhavin K.Kashiyani, (2013)
A Review on sky bus technology, A mass transportation system, IJSRD International
Journal of Scientific Research and Development, Vol. 1,Issue 8,pg 1613 -1615