In this study we are considering main beams are along shorter span and secondary beams (moment transfer beams) are along longer span. so, this is a satellitebus stop the depth of the beam is very high (due to heavy loads) along both sides, it is not comfortable for double decker buses therefore we are selecting main beams are along shorter span and secondary beams (moment transfer beams) are along longer span for easy movement of busses, Effect of moment transfer beams we are studying and how much floors we can go. Moment transfer beams are considering to transfer bending moments and shear forces.
Multi-storeyed buildings with open (soft) ground floor are inherently vulnerable to collapse due to earthquake load, even then their construction is still widespread in the developing nations. An investigation has been performed to study the behaviour of the columns at ground level of multi-storeyed buildings with soft ground floor as satellitebus stop and floating columns in the upper stories subjected to earthquake loading. The structural action of masonry infill panels of upper floors has also been taken i nto account by modelling them as diagonal struts. Shear wall is one of the most commonly used lateral load resisting in high rise building. In this study building is modelled with different shapes of shear wall with top and bottom soft storey. Static and dynamic analysis is carried out by using ETABS 2013. The comparison of these models for different parameters like Storey shear and storey displacement is carried out.
The increase in demand for tall structures requires that a structural engineer is familiar with the buckling phenomena that can occur in a building. The engineer must have an understanding of working calculation methods for designing this type of structure and must having confident in using them. Due to increasing population and land value since from the past few years that bus stands are major problem in populated cities. So construction of Multi Storied buildings with open ground soft storey as used for the movement of Buses (commonly known as Satellitebus stop). These type of building not having masonry infill walls. RC frame building with open ground storey is known as a soft storey, similar soft storey effect can be observed when soft storeys at different levels of structure are constructed. From the past earthquake it has been observed that a building with discontinuity in the stiffness and mass subjected to concentration of forces and deformations at the point of discontinuity which may leads to the failure of members at the junction and collapse of building. Most economical way to eliminate the failure of soft storey is by adding shear walls to the tall buildings.
Satellitebus stop is the new term that has come in the recent years in cities like Bengaluru because, due to increasing population and the land value since the past few years’ bus stands in populated cities is a matter of major problem. So that constructions of multi-Storyed buildings with open first story. Hence it has been utilizing for the moment of the buses and people can use this as bus terminals. These type of buildings having no infill walls in ground story, but all upper storys infilled with masonry walls. Soft stories at different levels of structure are constructed for other purposes like lobbies conference halls and for the service storys. This story is known as weak story because story stiffness is lower compare to above storys. So, importance to be given for the earthquake resistant design.
practice in metropolitan cities (which commonly known as satellitebus stops for bus station parking). Hence the trend has been to utilize the ground storey of the building for the moment of the busses and people can use this as bus terminals. These type of buildings having no infill walls in ground storey, but all upper storeys infilled with masonry walls are called soft first storey or open ground storey building. Soft storeys at different levels of structure are constructed for other purposes like lobbies conference halls and for the service storeys etc. Generally failures of many engineering structures fall into one of two simple categories: Material failure and Structural instability. The first type of failure, treated in introductory courses on the strength of materials and structural mechanics, can usually be adequately predicted by analyzing the structure on the basis of equilibrium conditions or equations of motion. Structural failures caused by failure of the material are governed, in the simplest approach, by the value of the material strength or yield limit, which is independent of structural geometry and size. By contrast, the load at which a structure becomes unstable can be, in the simplest approach, regarded as independent of the material strength or yield limit; it depends on structural geometry and size, especially slenderness, and is governed primarily by the stiffness of the material, characterized. These structures are to be safe against all the types of failures and behaves safe to serve throughout their life span.
The experience of travel sickness whilst on the bus was a major barrier to participation for some passengers, and on several occasions the survey was refused for this reason. This issue had been highlighted in the qualitative data in phases 1 and 2 and so was anticipated. Some participants mentioned that they experienced travel-sickness and yet attempted the survey despite this, whereas other passengers declined to participate. The strongly negative experience of travel sickness meant that there was little reasonable opportunity for the researcher to encourage participation, and thus passengers that declined for this reason were not pressed further to participate. Passengers with visual impairments or language barriers to participation were offered the opportunity to participate through a personal interview with the researcher. This proved successful on a number of occasions in securing participation; however, the act of interviewing a participant raised issues in-and-of itself. Reading through the form with a participant took significantly longer than a self-administered survey, and therefore there was the potential that other participants could finish and wish to alight before the researcher had concluded the personal interview. Furthermore, it was only possible to conduct one of these interviews on a particular journey, and therefore if two or more passengers had a visual or language barrier, at least one would not be able to participate for this reason. It should be noted that the majority of passengers who gave this reason for refusal however were not willing to take part in a personal interview either.
In contrast to many studies focusing on only one variable to be predicted, Hans et al.  have attempted to construct an overall physical stochastic bus model. Their model presents a set of subsidiary models for predicting departure time, dwell time, and travel time. The data for the case study have been retrieved from the TriMet system containing quality bus data from Portland, Oregon. The other novelties of the study are, first, the model basis on analytical distributions rather than on standard distributions commonly used for such kinds of predictions, and secondly, including a new parameter – a presence of traffic signals on the links – in the travel time function. The analytical distribution of the model follows a convolution of both normal and exponential distributions, and therefore it is called normal-exponential distribution. The proposed model has been tested to reproduce empirical data, which have been further compared with the data reproduced by normal, log-normal and Gamma distributions. As a result, analytical distribution is more efficient for reproducing bus data than the other distributions because the reproduced data fit the model better in many cases with a high confidence level. This research highlights that the bus travel times in Portland are not normally distributed, which also seems to be important for future studies in bus data predictions because it evidences the need to study local data before any model can be applied to predict the data in the specific geographical area.
Understanding / knowing the Passenger - Understand the need of passenger Tangibles - Physical environment and representations of the service
There is evidence that the bus service quality on reliability, safety, communication, comfort and cleanliness are the important criteria considered by passengers. For example, Taylor and Fink  review service reliability, particularly service coverage and service frequency as sets of factors influencing public transport ridership. A favourable quality of public bus service tends to attract further bus travellers. This is supported by a study conducted in Kelantan, Malaysia by Suwardo et al.  who suggested, the headway changes from 39.66 to 30 minutes causes 2.62% increase in bus service demand. Furthermore researchers have also suggested that the frequency change intends to increase ridership by adding extra number of buses. At the same time the passenger waiting time and overcrowding at bus stop or terminal is improved. Similar, simulation study have been conducted in Putrajaya, Malaysia by Nor et al.  who also forecasted that improvement in bus service quality can generate 30 to 40 percent increase in ridership depending on trip purpose
The CAN bus was developed by German automotive system supplier Robert Bosch in mid-1980’s for automotive applications in automobile systems. CAN is an International Standardization Organization (ISO) defined serial communications bus originally developed for the automotive industry to replace the complex wiring harness with a two- wire bus. The specification calls for high immunity to electrical interference and the ability to self-diagnose and repair data errors. These features have led to can’s popularity in a variety of industries including building automation, medical, and manufacturing.
WSN is used to support RFID identification process by prolonging the read range of an RFID system. Besides, by the access of the WSN author can monitor the environment of an object and optimize RFID reader’s presentation and energy. Then, method to integrate RFID technology, wireless sensor network to form an intelligent bus tracking application is studied. The proposed system can monitor bus traffic secret expansive bus stations, and can inform administrators whether the bus is arriving on time, early or late. This bus information is then displayed on the different wireless displays outside and inside the bus station.
namic data communication architecture in that there are not fixed wired connections between FUs during their operation, as depicted in Figure (6). Thus, unlike Equa- tion (10) the characteristics of the interconnection change dynamically during datapath operation. Basically, these characteristics are dependent to the source and destination nodes and the available path(s) in the MW²P-Bus for connection at that time. In general these parameters are function of datapath HLS parameters such as scheduling, binding and allocation as well as MW²P-Bus. Each con- nection path is made of bus segments in the selected path from source to destination. Accordingly, the i th path ca- pacitance ( C path , i ) can be calculated by adding up its bus
16 Camp de Masque (Village Hall) 16 Alma (Beginning of Village) 17 F.U.E.L. 17 Verdun (Bar le Duc Bridge) 18 Bonne Mere (Reservoir) 18 Verdun (Beginning of Village) 19 Bonne Mere (Maness) 19 Saint Pierre (Traffic Centre) 20 Central Flacq (Bus Station) 20 Gentilly
• interruptions of pulse transmission or AS operation do not give rise to metering faults because the meter readings that are stored in the meter can always be transmitted As compared with readings via an M-Bus master or a PC with M-Bus software, a direct connection between the meters and the nova230 automation station offers these benefits:
These features satisfy it being called a closed BRT system (Mahadevia et al. 2012). The existing Ahmedabad BRT network is around 88.5kms with 127 BRT stations and 12 routes. Of the 127 stations, the Shivranjini BRT station was selected to study DT dynamics because it is one of the busiest stops; most major routes pass through this station, and dense commercial land use is observed around the station and on both the sides of the road. The BRT network and the physical characteristics and inside view of the bus station are shown in Figure 3. From the figure, it can be observed that the Shivranjini station has two linear loading areas for both directions (up/down). FIGURE 3.
The Bus Coming system provides bus location information to passengers taking into consideration the location of the bus as well as the location of the passenger. For rural areas this is an improvement over current bus stop based systems, given that bus stops are few in rural areas and many stops and pick-ups are made away from bus stops. The useful information provided in cities about buses with respect to a bus stop like bus’s distance away, estimated time of arrival of bus, current location of the bus etc. can now be given to passengers of rural areas with the results being personalized to the passenger’s current location. Bus Coming acquires both bus and passenger locations through the use of relatively cheap GPS location capable, internet connected mobile devices (mainly smart phones) which cannot be relied upon for accuracy. Bus Coming uses a Reference Point system to compensate for the inevitable inaccuracies of the locations received from the mobile devices. The accuracy of the association of raw location data received from the mobile devices to appropriate Reference Points is critical to the usefulness of the Bus Coming system. The core communication technology behind the system is based on Web Services and results demonstrate that this simple approach is accurate and appropriate for rural areas in Trinidad.