Feasibility of Straddling Bus – Smart Transportation Technology for a city of Visakhapatnam

University of Petroleum & Energy Studies, Dehradun
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Dissertation
On
FEASIBILITY OF STRADDLING BUS – SMART TRANSPORTATION
TECHNOLOGY FOR A CITY OF VISAKHAPATNAM
Research Report Submitted For The Partial Fulfilment
of
Masters in Business Administration - Infrastructure Management
Internal Mentors
Dr. Anil kumar Avishek Ghosal
H.O.D Power & Infrastructure Management Faculty – Infrastructure Management
COMES, UPES- Dehradun COMES, UPES- Dehradun
Submitted by:-
Sundar Surya Ganesh Gonella
SAP I.D- 500035079
MBA – Infrastructure Management

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DECLARATION
I hereby declare that this submission is my own work and that to the best of my
knowledge and belief, it contains no material previously published or written by another person
nor material which has been accepted for the award of any other degree or diploma of the
university or other institute of higher learning, except where due acknowledgment has been made
in the text.
(Signature of the student)
SAP ID: 500035079
Enrollment Number: R580214010
MBA- Infrastructure Management (2014-16)
College of Management & Economic Studies, UPES

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ACKNOWLEDGEMENT
Apart from the efforts of the person doing the project, the success of any project depends
largely on the encouragements and guidance of many others. I take this opportunity to express
my gratitude to the people who have been instrumental in the successful completion of my
project.
I express my sincere thanks to Dr. Anil Kumar, HOD Power & Infrastructure and
Avishek Ghosal for their kind cooperation during the period of my research. Also I express my
sincere thanks to all the professionals for their papers.
I am grateful to my friends who gave me the moral support in my times of difficulties. Last but
not the least I would like to express my special thanks to my family for their continuous
motivation and support.
MBA- Infrastructure Management
Batch - 2014-16

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EXECUTIVE SUMMARY
As per the National Urban Transport Policy, 2014 there is an urgent need to conserve the
Energy, Land, Control Pollution, and to alleviate poverty. Urban Transportation (UT) is a
significant cause as well as a solution to these issues. Hence planning and management of UT
services needs the immediate attention. The users of public transport (PT) are facing long
waiting periods, uncertainty in time travel & difficult conditions to travel. Movement of personal
motorized modes of transport is slowed down by slow moving passenger & goods traffic and are
facing significant delays at road junctions & traffic signals.
At present there is a huge deficit in UT infrastructure & services both in quality and
quantity. This scenario is due to the raising of undesirable modes (cars, 2 - wheelers, 3-wheelers,
etc.) & as a result the congestion on our roads, pollution, use of fossil fuels, and accidents are
increasing; urban mobility as well as the road safety are declining.
Transportation sector is the second largest consumer of Energy in India. The Growth of
Transport not only increases the pressure on the limited Non-Renewable Energy resources and
increase in foreign exchange outgo but also considerably increases environmental pollution.
Increasing Energy Consumption, Operational Pollution, Land Intrusion, and Congestion are
some of the areas of concern. Therefore this report aims at proving the cities with the Smart
Transportation System which uses the Green Energy Sources, provides Environmental
Protection.
Considering the above mentioned factors, below is a report on one of the upcoming
Smart Transportation System called “Straddling Bus” which costs nearly one tenth of
construction of Metro and even the construction can be finished within one or two years hardly.
This is Battery operated which uses Relay Charging System for the power supply to the Busses
and has the capacity of carrying 1200-1400 passengers onboard with a topping speed of 30 – 45
kmph. For this system to run it doesn’t need the high raise structures or tunneling for the
underground passage it simply runs on rails being laid on road using the concept of trams but not
as similar to it. When this passes on the rails it does not stop/block the vehicular movement but
the only issue rises with the Land Acquisition for expanding the road infrastructure to 6 – lanes
which is of 4 – lanes now within the city of Visakhapatnam. This expansion is very much
necessary because – out of 6 lanes on both sides 4 lanes will be dedicated for the passage of
Straddling Bus in to & fro directions.

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TABLE OF CONTENTS
Table of Contents
1 INTRODUCTION.......................................................................................................................7
1.1 CLIMATE OF VISAKHAPATNAM .............................................................................................8
1.2 TRANSPORTATION IN VISAKHAPATNAM.................................................................................9
1.2.1 ROAD NETWORK........................................................................................................9
1.2.2 RAILWAYNETWORK..................................................................................................9
1.2.3 METRO RAIL ............................................................................................................10
1.2.4 OTHERS (AIRPORTS & SEA PORTS) ..........................................................................10
2 OBJECTIVE OF THE STUDY...............................................................................................11
3 BUSINESS PROBLEM & RESEARCH GAP .......................................................................12
3.1 BUSINESS PROBLEM ............................................................................................................12
3.2 RESEARCH GAP ...................................................................................................................13
4 LITERATURE REVIEW ........................................................................................................14
5 RESEARCH METHODOLOGY ...........................................................................................19
6 CONVENTIONAL TRANSPORTATION PLANNING ......................................................20
6.1 TERMS & CONCEPTS ............................................................................................................21
6.2 GREEN TRANSPORTATION HIERARCHY.................................................................................21
6.3 AUTOMOBILE DEPENDENCY & MULTI-MODALISM ...............................................................22
7 URBAN TRANSPORTATION................................................................................................23
7.1 PRINCIPLES FOR SUSTAINABLE URBAN TRANSPORT DEVELOPMENT .....................................23
7,2 DEMAND ASSESSMENT.........................................................................................................24
7.3 TRANSPORT SUPPORT INFRASTRUCTURE..............................................................................25
7.4 INVESTMENT IN TRANSPORT SUPPORT INFRASTRUCTURE ....................................................25
7.5 PUBLIC TRANSPORT FOCUS ..................................................................................................26
7.6 SUMMARYOF ALTERNATIVE MASS TRANSPORT SYSTEM......................................................27
8 STATISTICS FOR ANALYSIS .............................................................................................29
8.1 POPULATION DENSITY .........................................................................................................30
8.2 MODE SHARE .......................................................................................................................31
8.3 TRIPS IN THE CITY................................................................................................................31

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8.4 TRIP LENGTH .......................................................................................................................32
8.5 INFRASTRUCTURE QUALITY ................................................................................................33
8.6 SAFETYON ROADS WHICH HAS VEHICULAR TOPPINGSPEED GREATER THAN60 KMPH .........34
8.7 SAFETYOF FOOTPATH INFRASTRUCTURE – QUALITYAND MAINTENANCE .........................34
8.8 LAND CONSUMPTION FOR TRANSPORT ACTIVITY.................................................................37
8.9 MODE WISE OCCUPANCY .....................................................................................................38
8.10 POPULATION & TRIP PROJECTIONS FOR YEARS ....................................................................39
8.11 TRIP LENGTH (VS) MODE SHARE IN VISAKHAPATNAM .........................................................39
8.12 HOUSEHOLD INCOME (VS)MODE SHARE IN VISAKHAPATNAM .............................................39
9 STRADDLING BUS .................................................................................................................40
9.1 REGARDING PROJECT...........................................................................................................40
9.2 KEYSTEPS INVOLVED IN IMPLEMENTATION.........................................................................41
9.2.1 RE-MODELLING OF ROADS .....................................................................................41
9.2.2 POWER SUPPLYTO BUSSES.........................................................................................43
9.2.3 BUILDING STATIONS ..................................................................................................43
9.3 SOURCES OF FUNDING .........................................................................................................43
9.4 SUSTAINABILITY OF SOLUTION ............................................................................................44
9.5 COMPARISON OF PRESENT TRANSIT SYSTEMS AND STRADDLING BUS ..................................44
9.6 WHYSTRADDLING BUS LEAVINGMRTS?..............................................................................45
9.7 IMAGES OF THIS PROJECT.....................................................................................................45
9.8 FEATURES OF STRADDLING BUS...........................................................................................47
10 DISCUSSION & CHALLENGES.........................................................................................51
10.1 CHALLENGES .......................................................................................................................52
11 SUGGESTIONS......................................................................................................................54
12 BIBILOGRAPHY...................................................................................................................56

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CHAPTER - I
INTRODUCTION
India is one of the quickest developing nations on Earth, with a great many individuals in
their megacities; our populace is relied upon to twofold in the following 30 years. Government
needs to oversee transportation for such an amazing number of individuals. According to a
World Bank study, by 2031, approximately 600 million individuals are required to live in India's
urban areas. Nonetheless, just around 20 Indian urban communities with populaces more than
500,000 have any sort of composed open transport frameworks. Truth be told, the offer of open
transport in extensive Indian urban communities really declined from somewhere in the range of
70% in 1994 to right around 25% in 2013. Moreover, India's mishap and casualty rates are
among the most elevated on the planet, fundamentally influencing poor people and powerless
that does not have their own method for transportation. City transportation is an essential column
for personal satisfaction of nationals in a city.
Visakhapatnam, (nicknamed Vizag) is the greatest city, both to the extent region and
masses in the Indian state of Andhra Pradesh. It is arranged on the shore of Bay of Bengal in the
north eastern region of the state. It is the administrative home office of Visakhapatnam region
besides the Financial Capital of Andhra Pradesh. Beginning 2011, the quantity of tenants in the
city was recorded as 1,897,823, making it the fifteenth greatest city in the country.It is habitually
called the best tourism destination in Andhra Pradesh. From lakes to Beaches, Excellent Hill
Ranges to Caves and Valleys, Vizag has every one of them. The locale has various tourism spots
that address the Culture and Heritage of the honest to goodness India.
Visakhapatnam's economy positions as the tenth-biggest among Indian urban areas, with
a GDP of $26 Billion (USD). Visakhapatnam is the central business center point of the state, and
adds to its economy in numerous parts, for example, overwhelming commercial ventures,
tourism, modern minerals, angling, and data innovation. Visakhapatnam Port is the fifth busiest
port in India as far as payload took care of. The city serves as the base camp for Eastern Naval

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Command of the Indian Navy and is home to the most seasoned shipyard and the main normal
harbor on the east shore of India.
Visakhapatnam has formed into a noteworthy financial destination. It has every one of
the parts like Industrial, Fishing, IT, Pharms, Export and Imports via Sea exchange and so on.
The city was recognized as one of the quickest developing on the planet, monetarily and
demographically. A few components added to its financial development, including the
characteristic harbor, rail, street network and air availability to national and International
destinations. Tourism additionally assumes a vital part in creating income to the condition of
Andhra Pradesh, with numerous visitor spots in and around the city, draws in extensive number
of travelers.
1.1 Climate of Visakhapatnam:

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1.2 Transportation in Visakhapatnam:
1. Roads
2. Railway
3. Ports
4. Air
1.2.1 Road Network1:
Visakhapatnam is one of the real urban areas on the east shore of India associated by
NH5, a noteworthy roadway and a part of the Golden Quadrilateral arrangement of Indian
thruways interfacing Chennai and Kolkata. The city has an expansive system of streets. State
possessed APSRTC runs transports to different spots like Kakinada, Guntur, Kadapa, Kurnool,
Rajahmundry, Vijayawada, Ongole, and so on likewise, to separation places like Chennai,
Bangalore, Kolkata, and Bhubaneswar.
Occupants of Visakhapatnam use city transports keep running by APSRTC that runs
transports along various courses over the city and its rural areas. The APSRTC complex at
Asilametta is the center for the majority of these transports. Starting now the city has two Bus
Rapid Transit System (BRTS) on Pendurti and Simhachalam corridors
Private transportation like Auto’s on sharing basis, Rickshaws manually ridden was used
by the people of Visakhapatnam. Cars, Jeeps, Motor Bikes, were other means of Transport other
than Public Transport.
1.2.2 Railway Network:
The city's railroad station was initially called Waltair rail route station. In around 1987,
Mr. D. V. Subbarao, the then chairman of Visakhapatnam, changed the name to Visakhapatnam.
It is situated on the Chennai Central - Howrah Station course, despite the fact that the primary
line sidesteps the Central Station. Duvvada railroad station, a rural station on the primary line
1 https://en.wikipedia.org/wiki/Visakhapatnam

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(close to the Visakhapatnam Steel Plant) is being produced into a satellite center to enhance train
administration into the city.
There are immediate rail connections to numerous parts both in and outside the state to
every single real intersection. Kothavalasa–Kirandul line from Visakhapatnam to Kirandul by
means of Araku is laid through Eastern Ghats. Up to Araku station it is having 84 spans and 58
burrows. Additionally, it go through South India's most noteworthy rise expansive gage station,
Similiguda, just before Borra caverns. Visakhapatnam likewise protects the nation's biggest
Diesel Loco Shed with a limit of 206.
1.2.3 Metro Rail2:
A metro rail venture has likewise been arranged by the Greater Visakhapatnam Municipal
Corporation to capture turbulent activity condition in the city. After the proposition was
presented by the GVMC in February 2014, the Urban Transport Department gave on a
fundamental level endorsement for proceeding with practicality considers and a point by point
venture report (DPR). DMRC has been given the errand of looking over and setting up a venture
report for Visakhapatnam Metro Rail. DMRC presented the arrangement to the Andhra Pradesh
government on 27 August 2014. The primary period of the Vizag Metro Rail (VMR) will be
finished by December 2018 with budgetary backing from the Japan International Cooperation
Agency (JICA).
1.2.4 Other than these two there were:
 Airports which operate National and International Flights
 Seaports which handles much of Bulk, Container cargo.
With the variables succeeding them with the conceivable insignificant modifications in the
area use, and a legitimate track outline and arrangement which are examined later in the report
and the financial examination gives a reasonable picture and draws radical contrasts with the
metro rail and demonstrates more profitable than it. This Feasibility report could turn into a
proof that the speculative innovative thoughts in transportation can be made a reality.
2 https://en.wikipedia.org/wiki/Visakhapatnam_Metro

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CHAPTER - II
OBJECTIVE OF THE STUDY
As, Visakhapatnam has the vision for Low Carbon Emissions and is one of the upcoming
Smart City here I want to introduce the New and Smartest way of Transportation System (other
than LRT, Metro, BRTS, 2-wheeler,3-wheeler and auto-rickshaws ) for the mobility of People
within the city with almost Zero Carbon Emissions, Minimal Construction Cost and Time.
Building a subway, elevated or underground corridors for metro is costly as well as time
consuming. So it’s the high time to think on these types of systems which are compatible with the
existing infrastructure to reduce the congestion on roads within the city limits. As we see the
trend of urbanization, the growing deficit between road networks and number of vehicles leading
to pollution, waste of resources. From this we can say that there is a demand for efficient public
transport system proposed solution.
Here is a new technology as a solution called 3D Express Coach nicknamed as
“Straddling Bus3” – Greener, Cheaper and Fastest mode of Transportation. This bus straddles
over the road allowing it to pass over the normal road traffic on India’s busy city streets.
“Proposed by Shenzhen Hashi Future Parking Equipment Co., Ltd, the model looks like a
subway or light-rail train bestriding the road” 4. These 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. These straddling buses are projected to not only reduce traffic by 20 to 30%, but also
to save 2,500 – 2700 tons of carbon emissions per year, since the straddling buses are
completely battery powered. Furthermore, manufacturing the straddling buses and preparing
the roadways cost one-tenth the price of building a new underground line and it can be
completed in one-third of the time.
3 Named one of thetop 50 inventions of 2010,first exhibited on the 13th Beijing International High-tech
Expo in May, 2010,
4 http://www.chinahush.com/2010/07/31

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CHAPTER – III
BUSINESS PROBLEM & RESEARCH GAP
3.1 Business Problem:
Transport is a key element in the infrastructure. It provides services essential for
promoting development. It plays a significant role in influencing the pattern of distribution of
economic activity and improving productivity. It acts as a life-line linking markets, educational
and health institutions. Above all, it connects the mosaic of cities, towns & villages of this vast
country, thereby underpinning its unity and integration.
About 30% of Indian population lives in urban areas. The number of Class 1 cities having
population of more than one lakh is rising rapidly. The increased urbanization and concentration
of population in large cities will put a heavy pressure on the already over-saturated urban
transport network, thus adversely affecting the productivity in urban areas.
Currently, in most of the cities, public and private road transportation is the key mode of
commuting and logistics. Some large and mega cities have metro and local train network as the
backbone transportation mode.
The key issues in most of the cities are:
 Lack of quality and safe public transportation,
 Inadequate capacity of public transportation,
 Road safety concerns,
 Overcrowded road network,
 Poor traffic management,
 Parking issues,
 Poor road conditions,
 Lack of modal options, etc.
Even the issues of Transportation Sector as per Integrated Transportation Policy:
 Expansion, Modernization and Technology up-gradation
 Pricing and Financing
 Private Sector Participation
 Energy and Environment.

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3.2 ResearchGap:
Most cities also lack the integrated transportation plans leading to huge demand-supply
gap and poor transportation network. For transport operators, huge demand-supply gap, under
recovery and poor asset management remain the key issues.
Many new modes like the metro rails and monorails have come, but with a huge price
tag. How to give a transport system which is cheap enough and could give the same
productivity?

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CHAPTER – IV
LITERATURE REVIEW
The migration of rural population to urban areas in search of better job prospects has
made Indian cities densely populated. Improved Mobility of 'People' rather than 'Automobiles'
should be the principle to reduce the traffic problem in the city. Several things are thought to be
correlated to develop a public transport system which is quick enough. Some examples include
developing the existing footpaths; rails and roads; the transportation cost and benefits analysis
etc.
Many research articles have come up some of them by Amanda Gibberd, 2012; Todd Litman &
Marc Brenman, 2012; T.G. Sitharam, 2011;
In the present report the above attachments play a major role in selecting a transport
module for a metropolitan city. The following literature reviews attempt to support the present
transport system and hypothesis. As the article presented by Amanda Gibberd (2012), two
specific concepts have been magnified:
 For most people with disabilities, as with other people in the category of vulnerable road
users, car ownership will be beyond their financial means in their life time and their only real
resource is access to public transport. The vision of the Public Transport Strategy and Action
Plan contains the following commitment to people with disabilities: The legacy will see that the
core Network (both road and rail corridors as well as their Precincts, stations, terminals and
vehicles) is 100% accessible to passengers with special needs. Special needs user organizations
will form part of the Network advisory planning and monitoring team. The strategic pillars of the
Strategy and Action Plan are two-fold:
 Modal upgrading of existing transport
 Integrated rapid public transport networks

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The main point of the article is people with disabilities and other special categories of
passengers are involved at local levels and at every phase of planning of a public transport
system. The Universal Design Access Plan developed makes it clear that people with disabilities,
as well as other special needs passengers, have a right to a particular standard of service. Next,
the topic of attachment in relation to the public transport is the funding and economics involved
and how actually it is affected by social conditions.
The research article by Todd Litman & Marc Brenman, (2012) discusses the
importance of incorporating social equity and environmental justice objectives into transport
policy and planning analysis. Social equity refers to the equitable distribution of impacts
(benefits, disadvantages and costs). Environmental justice is a subset of social equity analysis
that focuses on illegal discrimination against disadvantaged groups.
This is often the lens through which transportation equity impacts are analyzed. The
highlights of the research article are:
 Support high-quality public transport services, including commuter bus and urban rail:
This advantages clients, pulls in individuals out of autos, and makes political and
budgetary backing for differing travel administration changes that help both poor and rich.
Giving just essential travel administrations infers that travel is inalienably substandard, thus
ought to be surrendered by voyagers when they can stand to buy a car.
 Incorporate social equity analysis in all planning stage:
Here this incorporates the financing assignment, vital arranging, open interest, monetary
assessment, venture outline, operations, assessment and authorization.
 Recognize the value of transport system diversity:
Bolster changes to moderate modes, including strolling, cycling, ridesharing, open
transport, taxi, conveyance administrations and telecommuting. Apply all inclusive outline
(transport frameworks that suit all clients, incorporating individuals with handicaps).It’s the
social conditions which play a major role in development. The planning must be done according

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to that. Universal design is a very important factor and developing any transport system this must
be kept in mind. A common diverse transport system in the city increases the social diversity
values and thus discrimination between the poor and rich decreases. Environmental justice is
maintained with a proper planning and creating awareness.
Next, article by T.G. Sitharam, (2011) gives the insights for developing the transport system
with the available system.
 Improvement in footpaths, pavements and cycle paths are very essential and major
budget needs to be allocated to develop footpaths, pavements and cycle paths to increase and
sustain the walk lengths and use of (Non- motorized transport) NMT in the city.
 Parking needs to be managed well in the city with more privatized smaller parking
areas closer to the Central Business Districts (CBD) areas.
 Increasing the frequency of local trains in busy hours helps decongestion on roads.
 Strengthening the road network by connecting arterial and sub-arterial roads and also
improve the quality of roads by not having any potholes. These above methods are cost effective
and are implemented when money resources are not sufficient. The methods are very simple but
effective.
Next, a report by Todd Litman, (2012) “examines ways that transportation decisions
affect land use patterns, and the resulting economic, social and environmental impacts. These
include direct impacts on land used for transportation facilities, and indirect impacts caused by
changes to land use development patterns. In particular, certain transportation planning decisions
tend to increase sprawl (dispersed, urban-fringe, automobile-dependent development), while
others support smart growth (more compact, infill, multi-modal development). These
development patterns have various economic, social and environmental impacts.” 5
5 www.vtpi.org

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There may be several steps between a transport planning decision - its impacts on
urban form & travel behavior, and its ultimate economic, social and environmental impacts.

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Table: Summarizes various land use impacts and costs from transport planning decisions6
6 www.vtpi.org

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CHAPTER – V
RESEARCH METHODOLOGY
The research methodology to be followed has been described here thoroughly:
Data: Secondary data & Primary data (preliminary). Major research work will constitute of
secondary data through reviewing available literature and or data. This data will be used to
project the recent trends and future projections.
Performance indicators can be categorized in the following way:
 Process – the sorts of arrangements and arranging exercises, for example, whether the
association has a procedure for gathering and distributed execution information, and open
contribution.
 Inputs – the assets that are put resources into specific exercises, for example, the level of
financing spent on different exercises or modes.
 Outputs – direct results, for example, the miles of walkways, ways and streets, and the
measure of open travel administration gave.
 Outcomes – extreme results, for example, the quantity of miles voyaged and mode offer,
normal travel paces, clog and swarming, number of mischances and setbacks, vitality
utilization, contamination discharges, and client fulfillment.

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CHAPTER – VI
CONVENTIONAL TRANSPORTATION PLANNING
First of all we will have a look on Conventional Transportation Planning / Multi-modal
Planning refers to planning that considers various modes (walking, cycling, public transit,
automobiles, etc.) and also includes the various connections among these modes.
There are specific types of transport planning which has some objectives7:
 Traffic Impact Studies: Evaluate activity effects and alleviation methodologies for a
specific advancement or task
 Local Transport Planning: Develops city and neighborhood transport arranges
 Regional Transportation Planning: Develops anticipates metropolitan area
 Strategic Transportation Plans: grows long range arranges, normally 20 to 35 years
in future
 Corridor Transportation Plans: distinguish undertakings and projects to be
actualized on a particular passageway – for example, along a specific courses, spans
or interstates.
 Area or Mode Specific Transport Plans: Identifies approaches to enhance a
specific mode (strolling, cycling, open travel and so on.) or regions like downtowns,
mechanical parks, grounds, and so forth.
Conventional Transportation Evaluation focuses on certain impacts which are usually
considered as well as overlooked sometimes. Those are tabulated in the below table 3.1
Table 6.1 Impacts usually considered as well as overlooked
USUALLY CONSIDERED USUALLY OVERLOOKED
Financial Costs
Vehicle Operating Costs
Travel Time
Project Construction Environment Impacts
Generated Traffic & Induced Travel Impacts
Upcoming Congestion, Impacts on NMT
Parking & Maintenance Costs
Traffic Delays due to Construction of Project
7 www.vtpi.org

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Per-Capita Crash Risks, Public Health
Preferences of Travelers for Alternative Modes
(Ex – Walking & Cycling)
Conventional Transportation Planning strives in maximizing traffic speeds, reducing crash rates
and minimizing congestion.
6.1 Terms & Concepts
Traffic Congestion – Recurrent & Non-Recurrent
Queue – line of waiting vehicles
Platoon – group of vehicles moving together
DesignVehicle – Largest & Heaviest vehicle a roadway is designed to accommodate
Capacity – Refers to the number of people or vehicles that could be accommodated.
Load Factor – Portion of Capacity that is actually used.
6.2 Green Transportation Hierarchy8
Urban Areas (some) had established the Transportation Hierarchy which states that more
resource efficient modes will be given a higher priority than the single occupant automobile
travel – particularly on congested urban roads/corridors
This provides basis for the shifting emphasis in Transportation Planning, Road Space
Allocation, and Funding & Pricing to favor the most efficient modes and also helps people in
shifting the mode of transportation they use daily for travelling from private vehicles to public
vehicles (or) passenger carriers like Metro, Mono Rail, and Public Busses etc.
The Green Transportation Hierarchy is as below:
8 www.vtpi.org

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Green Transportation Hierarchy
1. Pedestrians
2. Bicycles
3. Public Transportation
4. Service and Freight Vehicles
5. Taxis
6. More and Multiple Occupant Vehicles
7. Single Occupant Vehicles
This Hierarchy favors more affordable &
efficient modes (in terms of space, energy, &
other costs).
6.3 Automobile Dependency and Multi-Modalism9
Automobile Dependency alludes to transportation and area use designs that support car
travel and give generally mediocre options. It's a matter of degree and just few spots are
thoroughly car subordinate. This has numerous effects like – Increasing aggregate versatility,
vehicle movement and in addition related expenses. It likewise decreases the scope of
arrangements that can be utilized to address issues, for example, activity blockage, street and
stopping office costs, accidents and contamination.
Multi-Modalism alludes to a vehicle framework that offers different transport
alternatives that are adequately incorporated – to give high level of comfort notwithstanding for
non-drivers.
9 www.vtpi.org

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CHAPTER – VII
URBAN TRANSPORTATION
From past till today cities have become the centers for economic growth and for this to
support the main required is the level of economic activities, they must provide for easy,
sustainable flow of goods and people. But here the mysterious thing is that this flow of people
and goods are facing several and severe issues of Congestion, Pollution and Accidents. Unless
these issues are cured – poor versatility could turn into a noteworthy obstacle to financial
development and could bring about crumbling in the personal satisfaction.
Twin Challenges being faced by cites are:
1. Providing adequate road space for future use
2. Improving the poor Condition of existing roads due to neglect of maintenance over the
years.
Our current road designs do not adequately serve the needs of all road users especially the
NMT users as well as the vendors (service providers) who are marginalized against motorized
modes. The available road spaces are encroached by commercial establishments and on-road
stopping because of poor authorization of the current road designs.
7.1 Principles for Sustainable Urban Transport Development
 Increase Access – Integrated Land use with Transportation Planning
 Focus on People not on Vehicles
 Increase share of cycling and walking
 Increase Public Safety
 Prevent Trade-offs between Efficiency and toxic emissions
 Reduce dependence on Personal Vehicles and Eliminate Hidden Subsidies
 Protect Green Areas, Open Spaces and Urban Commons

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7.2 Demand Assessment
Reviewing the existing transport demand scenario in different conurbations gives an
understanding of the existing mobility patterns. It needs to be understood that most of the cities
in India have grown organically, without any proper urban strategy or enforcement in place.
For this demand assessment, Comprehensive Mobility Plan (CMP)s of 27 cities all across
the country have been referred and their data is segregated into different city size classes and
summary of their travel demand patterns is shown in the following table. In the table is the
demand data of Visakhapatnam, for which a CMP is already being prepared. Apart from
Visakhapatnam, only Vijayawada has a Comprehensive Traffic and Transportation Study
(CTTS) for the city.
Table: 7.1 Summaries of Travel Demand Patterns in India10
City Size Class Populat
ion
% Road
Area
Per
Capita
Trip Rate
(includin
g Walk)
% Mode Share
Private Public Walk+
Cycle
Average Trip
Length (in
km)
Class I A >5
million
11 1.54 22 38 40 7.8
Class I B 1-5
million
11 1.27 31 21 48 5.3
Class I C 1 lakh
to 1
million
15 1.06 23 28 49 3.2
Visakhapatnam
(Class I B) 17 1.60 17 28 55 4.2
 It can be observed that the Non-Motorized Transport (NMT) i.e. Walk trips, Bicycle trips
and Cycle Rickshaw trips share in each class of cities is the highest among all modes and
hence any new infrastructure needs to first cater to these modes of transport.
10 Source: Page no: 6 - Urban Transport Requirements for Andhra Pradesh

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 The above data for Indian cities shows that the amount of area allocated to road space is
mostly in the acceptable range of 10-15%.
 -capita trip rate increase with increase in city size, which can be attributed to the
increased economic activity with city size.
 Also, the average trip length increases with increase in city size. If this is seen in
correlation with the mode shares, it can be observed that Class IB cities with medium
sized trip lengths have the maximum private mode share i.e. car and two-wheeler
trips. Smaller cities (Class IC) have high NMT share while larger cities (Class IA)
have higher public transport shares.
 The trip lengths in Class-IB cities are longer than general trip lengths for NMT and too
small for public transport, as the access trip time‘s increase. The way forward is to
organize Auto-rickshaws, which act as an Intermediate Public Transport (IPT), in these
cities to shift people from private to public modes of transport.
7.3 Transport Support Infrastructure
Transport Support Infrastructure includes the below mentioned components of transport system
which would enable the smooth operation of the urban traffic:
 Parking Systems
 Bus Terminals
 Bus Depots
 Street Lighting
 Grade separated facilities for vehicular and pedestrians – if required
7.4 Investment in Transport Support Infrastructure11
As per the prices of 2011-12 below are the estimates of the investment in Transport Support
Infrastructure:
11 Pg no: 31, Report on Policy, Planning and Investment Requirements,Urban Transport Requirements
for Andhra Pradesh

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Components Cost Estimates (in Rs. Crores)
Street Lighting 880-890
Parking 8200-8205
Bus Terminals 170-180
Bus Depots 1000-1100
Total Cost 10200-10400
7.5 Public Transport Focus
In Indian Cities the urban transportation is facing some problems which the current
planning process is completely failing to address. There should be an immediate need to
understand the complexities of the persisting systems so as to come up with innovative ideas that
could provide efficient solutions to the problems in Indian cities of today.
Over a decade or more Indian cities have experienced a rapid growth in the number of
personal vehicles on streets due to the unavailability of public transportation to various places in
the cities, affording capacity of the house personals, convenience, status symbols, end to end
connectivity etc. and this factor of motorization had left the roads congested and pollution (air,
noise) is raising with the raise in number of vehicles.
Keeping in mind the problems of congestion on roads, parking facilities, pollution faced
by cities there is an immediate need to revamp the existing transport systems in cities. The main
factor which led people to have drastic shift from public transport to private vehicles is that:
convenience (end to end transport), availability at all times, travel type according to climatic
changes etc. Now public transport has become the only means of transport for the captive users
whose financial limitations left them with no other choices.

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7.6 Summary of Alternate Mass Transport System12
If Metro, LRT, and BRTS were planned to be constructed for some cities of Classes IA,
IB then some of the below mentioned factors to be compared to find the best of three for the
particular cities:
12 Report on Policy Planning and Investment Requirements

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CHAPTER – VIII
STATISTICS FOR ANALYSIS
After the separation of Andhra Pradesh and Telangana State it’s predicted that more
number of firms would be coming in places like Vijayawada, Visakhapatnam so that these cities
would face the challenge of Urbanization from different places in the State as well as from the
Nation.
As we see, Visakhapatnam is the second biggest urban agglomeration in Andhra Pradesh
of around 2 million. The city has been, and keeps on being a center of monetary movement in the
area, and consequently its advancement is basic to the general improvement of the district. This
urban improvement has prompted increasingly individuals relocating to the city. Travel is a
derived demand of this population, which engages in activities like work, education,
recreation, health etc., for the sake of improving their socio-economic wellbeing. Therefore,
providing adequate transport infrastructure is an integral part of the development of the city.
Increased transport activity can however lead to an increase in pollution, congestion
and accidents in the city. Thus, there is a requirement for fitting arranging, which can guarantee
safe versatility and availability to individuals independent of their financial foundation in a way
that does not bargain the wellbeing of nature.
The United Nations Environment Program (UNEP) is actualizing a task on 'Advancing
Low Carbon Transport in India' as a part of which 'Low-Carbon Comprehensive Mobility Plans'
(LCMP) are being set up for three urban communities the nation over. This activity expects to
address transportation development, improvement difficulties and environmental change issues
in an incorporated way.
The Greater Visakhapatnam Municipal Corporation (GVMC) region of 534km2 speaks to
the urban agglomeration zone of the city, and is viewed as the study range of the Low-Carbon
Mobility Plan (LCMP). The city has extensive pockets of area secured by slopes, backwoods, the
port and commercial enterprises. Barring these regions, the urban developed territory of the city
is gathered in 166km2 spread over the 534km2 of the aggregate city zone. Figure 2 demonstrates

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the arranging territory, i.e. the GVMC limits and its street organize just 166km2 out of 534km2
in the city is right now developed, while the rest is secured by slopes, woods and water bodies.
Table 8.1 Land Use Patterns in Visakhapatnam13
Land Use Type Built up Area (in km2) % Area Occupied
Industrial 95 57
Residential 38 23
Commercial 2 1
Public spaces 1 1
Roads 17 10
Railways+ airport + bus
terminals
11 6
Other 2 1
8.1 Population Density
With a population of 2 million and a total area of 530km2, the average population density of
the city is around 3,300 people per square kilometer. However, since the effective built up area
is only around 166km2, the effective population density in the city is around 10,400 people per
square kilometer. Within this, 50km2 of the core city area holds up to 50 per cent of the city
population and has a very high population density of 27,000 people per square kilometer. Some
wards in the core city even have a density of 60,000 people per square kilometer. In summary,
the population density is concentrated mostly in the core city area while the outgrowths have a
sparse density.
13 unep.org - United Nations Environment Programme

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8.2 Mode Share
The mode offers, hourly variety of traveler vehicles (counting bike, auto, taxi, transport, auto
rickshaw), products vehicles (2, 3 and multi-axel trucks, LCV, merchandise rickshaw, tractors)
and non-mechanized vehicles (counting bike, cycle-rickshaw, creature drawn) at each of the
screen line focuses are exhibited in the accompanying figures. The remarkable components saw
from the activity stream patterns are:
 Auto-rickshaws frame most of the aggregate vehicles at most crossing points, trailed by
bikes and autos. Transports, regardless of conveying the greatest number of travelers, are
seen to be in the minority with the exception of at convergences along the NH-5, which
are seen to have a noteworthy extent of transports. By and large, transports involve 10 for
each penny of street space while they take into account 37 percent of the vehicular
outings in the city, as saw from family unit interviews. This shows the effectiveness of
space usage of the city-transport framework.
 The crest hour volume of people on foot comes to up to 3000 at a portion of the
convergences, though the framework accommodated crossing offices is negligible.
 The vehicular activity stream at different times of the day takes after a comparable
example at different focuses in the city, with just the extent of movement volume shifting
between areas.
 A clear qualification exists between the top hour watched for mechanized and non-
mechanized modes. The morning and night tops for non-mechanized vehicles happen
from 8 am to 9 am and 5 pm to 6 pm separately, while for traveler mechanized modes it
is seen to be from 9am to 10am and 6pm to 7pm individually.
8.3 Trips in the City14
The per capita trip rate in the city is observed to be 1.66 trips per day, with males having a higher
trip rate of 1.81 trips per day compared to females who make 1.52 trips per day. This leads to a
total of 2.88 million trips being made in the city everyday by the 1.73 million people using
various modes.
14 unep.org

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Table 8.2 Trip Purposes in the City
Trip Purpose Male (%) Female (%) Proportion of trips (%) Number of Trips
Work 33 6 39 1,123,200
Education 16 16 32 921,600
Social /
Recreational
4 23 27 777,600
Other 2 0 2 57,600
All Purposes 54 46 100 2,880,000
8.4 Trip Length
Below are the Trip length distributions as well as the Mode wise average trip lengths:
Table 8.3 Trip length Distribution in Vizag15
Trip Length % of Trips
<1 km 54
1-3 km 17
3-5 km 9
5-10 km 10
>10km 9
From the above table it’s clear that 70-73% of trips are less than 3km, which explains the high
proportion of walk trips. NMT modes like walking and cycling are mostly used for short trips.
15 unep.org

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The high frequency & low occupancy auto rickshaws serve the smaller trip lengths whereas the
high occupancy, low frequency & more comfortable busses are being used for longer trip
lengths.
Table 8.4 Mode wise average trip length16
Mode Average Trip Length (in km)
Car 9.3
2-wheeler 5.8
Bus 11.7
Auto-Rickshaw 5.9
Walk 0.7
Cycle 3.2
City Average 4.1
8.5 Infrastructure Quality - Average Speedof Different Modes
The various speeds are observed for the various modes from the road inventory along the roads.
All modes except the busses have an average speeds greater than25kmph indicating good quality
of roads. The busses are having topping speed less than 20kmph because of the improper bus
stops and due to improper end to end connectivity people want to get down at an area which is
nearest to them instead of the particular bus stops.
16 Pg 58, LCMP report by UNEP for Visakhapatnam City

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Table 8.5 Various Speeds of Various Modes
Mode Average Speed (kmph)
Car 28-40
2-wheeler 30-40
3-wheeler 20-25
Bus 15-20
8.6 Safety: Roads which has vehicular topping speed greater than 60kmph
From the studies it is seen that GVMC area has 60-70km of National Highway Passing through
the city. Vehicular speed on this NH lies between 75-110 kmph which is causing heavy cause to
the pedestrians, city busses and auto-rickshaw users who needs to cross the roads. These rods
were lacking the basic amenities like footpaths, bus shelters, forcing the users to share the road
spaces with high speed motorized traffic, thereby including the risk factor. Few initiatives like
keeping the barricades at various points for slowing down of the traffic but the permanent raised
crossings and speed breakers were not being made as this road comes under NHAI.
8.7 Safety: Footpath Infrastructure – Quality and Maintenance
Studies say that Road Inventory Survey which was conducted in city reveals that city has
approximately 75-80km of footpaths that either exists or being constructed out of which 35-40
km of footpaths are a part of BRT Corridors in the city.

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Figures: Showing Footpaths in Visakhapatnam
Footpath on Beach Road

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Footpaths turning into Parking Areas
Table 8.6 Dimensions of Footpaths in City
Width of Footpaths (in m) Length (km)
1.5 64-67
2.0 3-6
3.0 4
Total 77

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Table 8.7 Quality of Footpath Infrastructure17
Quality of footpath Proportion of footpaths
(%)
No Encroachments 25-30
Discontinuous 45-50
Mostly Unusable 15-20
Total 100
None of these footpaths have been provided with disabled friendly access. It has been observed
that:
 Around 45-50% of the footpaths were discontinuous due to reasons like electric poles,
trees, on street parking, breaks in footpaths at crossings etc.
 Around 15-20% of footpaths were occupied by vendors, shopkeepers
 In this city overall only 25-30% of footpaths were seen without any encroachments
However these footpaths were not pedestrian friendly because they were all mostly concrete
blocks as a cover to the sewer lines below are also acting as footpaths.
8.8 Land Consumption for Transport Activity
As already seen Vizag is a city of area of 530 km2 out of which 166km2 is the only built-up area
with the rest being covered by hills, forests, agricultural and barren land. Within the built-up area
of city, 24 sq.km i.e. 15% of the area, has been allocated to various transport activities as listed
below:
17 Primary Data as observed in the City & unep.org

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Table 8.8 Distribution of Land allocated for Transport Activity18
Type of Land Use Area (in sq.km) Proportion of transport activity (%)
Roads 12.5 – 13 53
Railways 6.4 – 6.9 28
Airport 4.1 – 4.6 19
Total 23.8 – 24.3 100
8.9 Mode wise Occupancy
18 Pg No – 66, Low Carbon Comprehensive Mobility Plan, Visakhapatnam
6%
3%
78%
10%
3%
Observed Occupancy
CAR 2-WHEELER BUS 3-WHEELER CYCLE

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8.10 Population and Trip Projections for Years19
Year Annual Growth Rate
(%)
Population (in lakhs) Total Trips/day
(in lakhs)
2020 2.77 22.27 35.85
2025 2.77 25.70 41.38
2030 29.46 47.43
8.11 Trip Length (vs) Mode Share in Visakhapatnam20
8.12 Household Income (vs) Mode Share in Visakhapatnam21
19 Source: UN Dept. of Economics and Social Welfare
20 unep.org & LCMP Visakhapatnam
21 unep.org & LCMP Visakhapatnam

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CHAPTER – IX
STRADDLING BUS
The technology behind the bus is it uses the tram car concept to slide over the roads
causing minimal disturbance to the traffic. This model looks like subway or LRT bestriding the
road. It’s powered by electricity as well as Solar Energy. This bus can reduce the traffic jams by
20-30%. Average speed would range from 40-50 km/hr carrying about 1250-1400 passengers on
board.
The rails provided are LR5522 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 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.
As the project is on test basis it 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.
9.1 Regarding the Project:
 Construction process - uses less labor and the whole 30 km stretch can be built in a year.
 Excavation process - simple and requires light machinery to perform the task.
 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’s roughly estimated to cost Rs 8.40 Crores per km and total of 330 Crores for the whole
30 km stretch.
22 http://www.trampower.co.uk/track.html

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 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.
9.2 Key Steps involved in Implementation are
 Re - modelling of the roads
 Painting of white lines
 Building of Stations
 Providing Power Supply to Busses (relay charging system)
The key issue arises is 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.
9.2.1 Re - Modelling of the roads:
As per the Indian Road Scenario, all the roads within the city are either 2-lane (or) 4-lane. These
roads should be widened to 6-lane for these types of busses to pass on the roads of our cities.
Within these 6 lanes (4 lanes on either side would be dedicated for the passages of Straddling
Bus and the other lanes on either side for the vehicles whose height is greater than 2.2m). Below
are the images of:
a. Dimensions of Straddling Bus and
b. Inner view of the bus (one coach which could carry at least 300 people)

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9.2.2 Power Supply to Busses:
 System is Relay direct to current Electrification
 Busses will be completely powered by Municipal Electricity and Solar Energy System
 Two rails built on top to allow the charging post to run along with the bus. The next
charging post will be on the rails before the previous ones leave. Electrical Set here is
super capacitor which can charge, discharge, and store electricity quickly.
 The power it stores during the stop can support the bus till the next stop where the next
round of charging takes place which helps in Zero Toxic Gas Emissions.
9.2.3 Building Stations:
Stations to be built at every 2 km distance. There are 2 ways in building of station platforms:
 Loading (or) Unloading of passengers through the sides
 Using the built-in ladder so that passengers can go up and overpass through the ceiling
doors.
9.3 Sources of Funding for this System
 This Project costs about 5-6 billion rupees to build the Straddling Bus along the stretch of
30km the total Expenditure can be divided for the phases among Central & State Govt.,
Soft loans, or by the PPP modes as the private party intervention is very important in
building these types of transit system.

44 | P a g e
 As this project consumes less Cost as well as Time for its Construction, the revenue
earned will be primarily used for the maintenance purposes and later with the left over
revenue the debts can be paid.
9.4 Sustainability of Solution
This Project would be Sustainable because it is compatible with the declining resources
by deriving its Energy from Renewable Energy Solutions (particularly from Solar) which is an
alternative to the Conventional Sources of Energy. As in Indian Urban Cities, the futuristic
Transportation systems that were being planned are Metro’s for a shorter travel distances and
Bullet Trains for the longer travel distances which includes high technology, ample amount of
time for the construction and a pool of funds. So Straddling Bus can become a boon to the
futuristic transportation system for short travel distances (i.e. within city limits) providing a low
cost sophisticated and comfortable travel.
9.5 Comparison of Present Transit Systems and Straddling Bus System
Present Transit System Straddling Bus System
Normal Bus System is not that sophisticated
and not able to provide service for all classes
of people and the buses have become more
congested and a lot of time is getting wasted in
travelling with these busses.
Travelling with Straddling Buses will consume
less time, it’s more sophisticated and could
provide service for all classes of people and
even these are disabled friendly.
BRTS takes up the road spaces thus producing
congestion on roads for other vehicles also
producing pollution (noise & air)
Saves road spaces, efficient and high in
capacity, as also its battery powered it doesn’t
produce air pollution.
Metro construction cost a lot and also takes
ample amount of time for construction process.
Its construction takes fewer amounts of time as
well as less cost when compared to other
means.

45 | P a g e
Larger Parking Spaces are required Large parking spaces are not required as this
can be parked on roads without affecting the
passage of cars.
9.6 Why Straddling Bus leaving MRTS?
Metro Rail Transit System (MRTS) runs either on elevated structures (or) on underground
structures which includes a huge infrastructure, high end technology, and a pool of funds from
the start milestone till the end milestone of the project. It also requires more land to build the
elevated structures which blocks the traffic on the busy roads, causes pollution, and high risk to
the persons travelling along the construction areas. It runs only on electricity and carries 1000
passengers at a time as the width of this was less.
Straddling Bus does not require more land for the construction as well as either of the elevated /
underground structures as it simply runs on the rails as well as road (white painted) without
creating any disturbance to the beneath flow of traffic. This system runs both on Electricity as
well as on Solar Energy called as Relay Charging System and carries 1300 – 1400 passengers on
board as the width of these busses were equal to that of 2-lane roads.
9.7 Images of this Project

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9.8 Features of Straddling Bus

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CHAPTER – X
DISCUSSION & CHALLENGES
The straddle transport innovation another development in the field of transportation has
been far reaching yet couldn't get a down to earth approach in the field of transportation
foundation, which is obscured by Metro rails and monorails. This anticipate talks about the
possibility of the Straddle transport innovation considering the parameters like Travel Demand,
Land Use Patterns, Mode Share, Trips in the City, Trip Length, Occupied Occupancy, and so
forth. The straddle transport is invaluable, in spite of the fact that the heap bearing limits, most
extreme anxieties and minutes the greater part of the above can be accomplished even by a metro
rail, yet the differentiating certainty is about the expense of development. It's conspicuous that
metro expands the tasteful perspective of the scene, yet it accompanies an expense. The Straddle
transport may be hard to process with the scene, however it gives another measurement of
tasteful perspective.
The real downside which the vast majority of them say is that it's more inclined to
mishaps than the metro rail. We ought to acknowledge that obviously, however it can be
minimized by adjusting some new activity rules and the general population getting consciousness
of the innovation and how it functions. These all endeavors can just minimize the mishaps
however is inescapable; the people commit errors! Each framework has its own detriment, it's
productive just on the off chance that one can control that inconvenience to a base. Case in point,
it takes a great deal of time to manufacture a metro rail, with immense cash in question yet the
long haul operations are great and apparent. Be that as it may, in regards to the Straddle
transport, this can be fabricated more like a Lego structure when contrasted with development of
a metro rail taking less time to manufacture, however the inquiry emerges is it fit for long time
operation? In spite of the fact that while developing it has nothing to lose much except for when
the activity sense is flawlessly kept up, this will be a fruitful undertaking.
Amount of the solid utilized and the exhuming amount done in this specific undertaking
with the metro rail. The extent is high. The aggregate amount of cement 6672 m3 would
sufficiently be to cast 10 wharfs in a metro rail venture and when unearthing needs to utilized in
a metro rail venture for an underground area only for 1 km which takes about years to finish in

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functional perspective, and with regards to the straddle transport an overnight of removal would
finish more than 1 km without a doubt. Consequently as opposed to taking a gander at one
hindrance, when the favorable circumstances are far superior it can joined with a perspective of
diminishing the inconvenience to a base, which would require some improvement in the
framework which would help the future, and making activity sense among workers is no trouble
unless they feel it's critical and a day by day propensity. This anticipates is pointing on
diminishing the development costs as well as even to advance green manageability in the
development business. How about we seek this anticipate turns into a case after the green
foundation and humankind endeavors to discover something new, this is one in that procedure.
10.1 CHALLENGES
 First issue rises with the Land Acquisition within the city for the expansion of roads to 6-
lanes as they may affect someone’s source of income (or) place of living
 People were not aware of the new & upcoming trends in Transportation system and
carelessness in following traffic rules (even some people are not aware of the traffic rules
because of the loopholes in getting the driving license, etc.
 Maintenance of Roads were not up to the mark as the life of Indian Roads were not
greater than 2 years where in other countries of the world the maintenance works to roads
will take place once in 5 years which results in poor road conditions
 Improper Traffic Light Monitoring System
 Lack of co-ordination in different departments
 Government’s unwillingness towards the New Transit System and keep spending on the
existing systems because of the high risk factor in getting back revenues as well as due to
the factor of success is very low
 Bridges, cross wires, sign and flag gantries, and trees will display huge difficulties.
 Trucks, transports and other huge vehicles must be directed out of the two paths that go
under the Straddling Bus. Composing the mandate is simple. Upholding it is not, and one
new trucker will obstruct the Straddling Bus for some time.
 How would we deal with an accident of such an enormous vehicle in the city? How
would we tow it or lift it in the event that it turns out to be adequately debilitated?

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 The idea requires raised stations which add essentially to the expense since every hoisted
station should be ADA consistent. Clearly this will be an expedited administration with
stops at interims of 1 km or more.

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CHAPTER XI
SUGGESTIONS
The discoveries demonstrate that a vehicle framework which is eco-friendly, cheap and
has all inclusive outline access arrangement ought to be consolidated as opposed to high
transport framework offices thus the straddle transport innovation demonstrated perfect swap for
the metro rail ventures. The Technological and monetary attainability done in the past sections
made it apparently clear that it is best suitable , yet the fundamental burden of this innovation is ,
it is clumsy to diminish these dangers the suburbanites must have mindfulness projects and told
them about the innovation and how to blend with it. Aside from this the transport has been
beneficial in each perspective. The significant determinations are a 30 km stretch undertaking to
fabricate a metro rail takes 3-4 years, however on the same 30 km stretch if a Straddle transport
is assembled it can be done inside of a year. The amount of material utilized as a part of Straddle
Bus innovation is less when contrasted with the immense measures of material utilized as a part
of metro rail ventures. The LR 55 rail has a range bend of 12 m were as a metro rail solid
structure has most extreme up to 8 m sweep bend ,past that it's exceptionally hard to place and
flightiness shifts significantly.
The straddle transport stations costs less to work as they are of for the most part G+1
structures, though on account of Metro rail project, if a segment is underground, building a
station requires incredible cash aptitude and time, and also the raised part where a station must
be based on long segments of awesome width and profundity which costs a great deal to
assemble. Considering these all components and taking this report as premise for future
examination on this innovation, this can possibly supplant the supreme transport framework in a
savvy way.
Here are some of the other solutions that can be implemented:
• Central and efficient traffic monitoring by traffic control agencies, Construction of wide
and efficient roads

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• Awareness campaigns for people and imposing heavy fines for breaking rules
• Central maintenance department can coordinate with PWD to maintain roads
• A separate central department to look after all the maintenance problems of the bus
system and will be under direct control of higher authorities
• Setting up a separate head of the all departments to control and co-ordinate effectively

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BIBILOGRAPHY
1. National Urban Transport Policy, 2014
2. Low Carbon Mobility Plan, Visakhapatnam
3. Visakhapatnam Priorities and Challenges by GVMC
4. Transportation Solutions by National Policy Consensus Center (NPCC)
5. Article on ‘Solutions to India’s Transportation Problem’ dated April-10-2011 by
123outsource.net
6. ‘Urban Transport Requirements For Andhra Pradesh’ – Report on Policy, Planning and
Investment Requirements
7. Infrastructure Statistics – 2014, VOL. I
8. Revision of City Development Plan for Visakhapatnam
9. Article on ‘India’s biggest Smart City Challenge’ dated 07-july-2015
10. Wikipedia about Visakhapatnam, Upcoming Metro Rail, Straddling Bus
11. Articles on Transportation by Victoria Transport Policy Institute - vtpi.org
12. Articles from United Nations Environment Programme
13. White Papers by IUT on Light Rail Transit
14. Transport Policy – Todd Litman, 2012
15. Websites of You Tube, Facebook, LinkedIn for the Videos and Articles on Proposed Bus
System, Transportation Infrastructure, Innovative Transportation Methods, etc.

Feasibility of Straddling Bus – Smart Transportation Technology for a city of Visakhapatnam

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