WO2013164848A2

WO2013164848A2 - Integrated transportation system

Info

Publication number: WO2013164848A2
Application number: PCT/IN2013/000181
Authority: WO
Inventors: Uttamrao Hanumantrao Jadhav
Original assignee: Uttamrao Hanumantrao Jadhav
Priority date: 2012-04-03
Filing date: 2013-03-19
Publication date: 2013-11-07
Also published as: WO2013164848A3

Abstract

Described herein is an integrated transportation system (100) comprising at least one of a primary conveyor track (102) and a secondary conveyor track (104) disposed adjacently parallel to and at a same height as that of said primary conveyor track (102), said at least one of said primary conveyor track (102) and said secondary conveyor track (104) configured to transport at least one of an article and a person from one place to another between two end destinations (106a, 106b), wherein said at least one of said primary conveyor track (102) and said secondary conveyor track (104) is functionally associated with a zone (110) at road level (108).

Description

INTEGRATED TRANSPORTATION SYSTEM

TECHNICAL FIELD

The present disclosure generally relates to transportation systems, and in particular relates to an integrated transportation system for carrying living and/or nonliving things.

BACKGROUND

Millions of people around the world commute every day to reach their destinations, either using their personal conveyances, for example, a two-wheeler or a four-wheeler, or through public transportation means such as buses, trams, rails, etc. Millions of tonnes of petrol or diesel are consumed every day in this commutation process. In addition, the amount of pollution that is being spread from the combustion of such excessive fuel quantities cannot be overlooked either.

Depleting fuel resources and increasing global warming due to emissions from motor vehicles are matters of serious concern across the globe and researchers are continuously striving towards finding more and more energy efficient and environment friendly solutions. For example, use of hybrid vehicles and/or solar powered vehicles has, to some extent, reduced our dependence on conventional fuels. Use of public transportation and limited use of personal vehicles may also reduce the use of petrol and diesel. However, in the absence of quality public transportation systems, in particular, in developing countries like India where population, below par public transportation facilities, and traffic congestion are major issues, people have no other option buMo travel in discomfort.

In India, for example, metro rails or mono rails have, to some extent, provided respite to people who earlier had no other option but to commute daily through congested ways in inconvenient modes of public transportation, such as buses, rails, trams, etc. Nevertheless, there is no significant reduction in the number of personal vehicles on the road and the state of on-road-traffic is going bad to worse. On the contrary, the sale of new two-wheelers, four-wheelers per year is on a continuous increase since the start of the millennium, which can be attributed to the improvement in the standard of living and increase in per-capita income of the people. This being the case, the travel condition, congestion and pollution does not seem to be improving in the near future.

Public transport systems such as railways, buses, taxis, trucks, aeroplanes and steamers face certain limitations in terms of limited capacities, limited frequencies, and non-availability between end destinations. Further, petrol and diesel operated internal combustion engines are functionally inferior in comparison to electric machines when it comes to smoothness of running, cost effectiveness and efficiency. Also, electricity can be generated by non-conventional means, for example, by means of wind-mills and solar panels, while conventional fuels have limited resources.

Therefore, there is a need to expand the public transport system in a manner which is conducive to humans as well as the environment.

OBJECTS

Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:

It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

An object of the present disclosure is to provide a new mode of transportation system besides present day modes viz. road, rail, sea and air.

Another object of the present disclosure is to provide a transportation system which is efficient in the sense that it employs comparatively less number of energy consuming machinery.

Yet another object of the present disclosure is to provide a transportation system, which can run on both conventional and unconventional sources of energy.

An object of the present disclosure is to provide a transportation system that facilitates transportation of both living beings and non-living things, including persons, animals, loads and wheeled-driven vehicles, etc., from one place to another, thereby providing an integrated transportation system. One more object of the present disclosure is to provide a transportation system wherein embarkation and disembarkation is possible at any or all points between any two destination points along the route.

Yet another object of the present disclosure is to provide a transportation system that provides for a non-stop transportation service.

Another object of the present disclosure is to reduce road accidents due to the negligence of public commuting on their own vehicles.

An object of the present disclosure is to provide a transportation system that helps reduce sound pollution.

Another object of the present disclosure is to provide a transportation system that does not obstruct the functioning of existing transportation means and systems and rather works in synergy with the existing public as well as personal transportation means to provide an enhanced transportation system for nations across the world.

Yet another object of the present disclosure is to provide a transportation system that reduces consumption of fuels required for operating hundreds and thousands of vehicle engines.

One more object of the present disclosure is to provide a transportation system that eliminates traffic snarls, on-road congestions in metropolises by facilitating quick, continuous movements of the persons and articles, including vehicles.

Further object of the present disclosure is to provide a transportation system that helps reduce on-road traffic congestion and fuel wastage resulting there from.

Another object of the present disclosure is to provide a transportation system that helps reduce gross national fuel consumption of a country per year.

Yet another object of the present disclosure is to provide a transportation system that helps limit the level of emissions resulting from the running of vehicle engines driven on fossil fuels.

Yet another object of the present disclosure is to provide a transportation system that is cost effective, reliable, and safe and saves both time and effort of people commuting.

Another object of the present disclosure is to provide a transportation system that provides a cost effective public transport solution. One more object of the present disclosure is to provide a transportation system that .drastically reduces the expenditure incurred on the procurement and import of crude oils, fossil fuels, etc.

Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figure, which are not intended to limit the scope of the present disclosure.

SUMMARY

The present disclosure describes concepts related to an integrated transportation system, which is further described below in detail. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.

In accordance with an aspect of the present disclosure, the integrated transportation system comprises a primary conveyor track and a secondary conveyor track disposed adjacently parallel to and at a same height as that of the primary conveyor track, wherein at least one of the primary conveyor track and the secondary conveyor track is configured to transport at least one of an article and a person from one place to another between two end destinations. The primary conveyor track is functionally associated with the secondary conveyor track and the secondary conveyor track is functionally associated with a zone at a road level.

BRIEF DESCRIPTION OF DRAWINGS

The disclosure will now be explained in relation to the non-limiting accompanying drawing, in which:

A sole FIGURE illustrates a schematic representation of an integrated transportation system, in accordance with one embodiment of the present disclosure.

DETAILED DESCRIPTION .

The disclosure will now be described with reference to the accompanying drawing which does not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration. The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

The description hereinafter, of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

The present disclosure provides an integrated transportation system for facilitating transportation of living beings, such as persons, animals, etc., as well as of non-living things, such as loads, articles of manufacture, etc., including wheeled motor vehicles, from one place to another. Also, the integrated transportation system of the present disclosure can be used in conjunction with other transportation means and systems such as a road, railroad, ship and airways for providing more reliable and enhanced transportation system. Further, the integrated transportation system of the present disclosure reduces the burden on the existing transportation systems. Furthermore, the integrated transportation system of the present disclosure facilitates transportation of living beings and non-living things from one place to another in quick time and without any risk to the life and/or property being transported. For the ease of description, the term "person" or "persons" referred to hereinafter shall be understood to include animals as well as humans, and the term "article" or "articles" shall be understood to include all non-living things.

Referring to Figure 1, an integrated transportation system 100 is disclosed in one embodiment. The integrated transportation system 100 includes a primary conveyor track 102 and a secondary conveyor track 104, wherein the primary conveyor track 102 and the secondary conveyor track 104 are functionally associated with one another. The integrated transportation system 100 is adapted to be an elevated transportation system. In other words, the integrated transportation system 100, in this embodiment, is disposed above a road height. In another embodiment, however, the integrated transportation system 100 can be disposed at the ground level or can be an underground transportation system as well.

; Further, in an embodiment, the primary conveyor track 102 moves between two end destinations 106a and 106b spaced from one another, and at least takes a roundabout at each of the two end destinations 106a and 106b. The secondary conveyor track 104 may follow the path of the primary conveyor track 102 and is disposed parallel to the primary conveyor track 102. Both the conveyor tracks 102 and 104 are supported on at least one single elevated structure such as an over-bridge. The primary conveyor track J 02 and the secondary conveyor track 104 are configured to move on any inclination upwards or downwards and take turns either right or left.

The primary conveyor track 102 is adapted to be moved using a plurality of appropriate conveyor means such as wheels, rollers, and pulleys. The plurality of conveyor means may be powered by a first powering means such as a motor, an engine, and the like and, upon being powered, sets the primary conveyor track 102 into motion. In one embodiment, wind energy and or solar energy is used to power the first powering means configured to run the primary conveyor track 102. Further, the primary conveyor track 102 includes securing means for securely holding the articles and/or persons thereon. In one embodiment, for example, the securing means for securely holding the articles onto an operative top surface of the primary conveyor track 102 may include front and rear restrainers, front and rear locking means, front and rear blocking means, and the like. In another embodiment, the operative primary surface of the primary conveyor track 102 may have empty spaces. In yet another embodiment, the operative surface of the primary conveyor track 102 may also support seating or berthing arrangements for a plurality of persons and even posh cabins or rooms for accommodating several persons intending to perform journeys from any one point to another together. In one embodiment, the primary conveyor track 102 is adapted to move at a maximum speed vl. In operation, the speed of the primary conveyor track may vary between 0-200 km/hr. However, the present invention is not limited to any particular speed attained by the primary conveyor track 102 and the speed may go very well beyond the speed limit mentioned in the embodiment.

The secondary conveyor track 104, on the other hand, is disposed parallel to the primary conveyor track 102 on the same or an adjoining elevated construction of the same height as that of elevated construction supporting the primary conveyor track 102. The secondary conveyor track 104 may have a configuration similar to that of the primary conveyor track 102. In addition, the secondary conveyor track 104 may be provided with one or more dedicated embarking/disembarking sections so as to facilitate embarking and/or disembarking of the persons and/or article to and from an adjoining road level 108. Further, the secondary conveyor track 104 is also provided with conveyor means similar to the ones provided to the primary conveyor track 102. The secondary conveyor track 104 may also have a second powering means similar to the first powering means for putting the secondary conveyor track 104 into motion. In an embodiment, a single powering means may be provided to set the primary and the secondary conveyor tracks 102 and 104 into motion using appropriate mechanisms known in the art. In an embodiment, the secondary conveyor track 104 is adapted to run at a maximum speed v2, which is less than or equal to the maximum speed vl of the primary conveyor track 102.

In an embodiment, the secondary conveyor track 104 is adapted to be sequentially engaged or disengaged to the primary conveyor track 102 as and when desired or after pre-determined time intervals. The primary conveyor track 102 may also be configured to be sequentially engaged or disengaged to the secondary conveyor track 104. For setting a time period and also for monitoring the engagement and/or disengagement of the primary and secondary conveyor tracks 102 and 104, a centralized control unit (not shown) may be provided. In an embodiment, the centralized control unit (CCU) is configured to provide signals so as to engage and/or disengage the conveyor tracks 102 and 104 sequentially at a pre-determined period of say, 5 minutes. However, it will be appreciated by those skilled in the art that the present invention cannot be limited to any particular time period set for the engagement/disengagement of the conveyor tracks 102 and 104 and is just for the purpose of explanation.

During an engagement cycle, for example, when the secondary conveyor track 104 gets engaged to the primary conveyor track 102, the secondary conveyor track 104 moves at the same speed as that of the primary conveyor track 102 in conjunction with the primary conveyor track 102. In other words, there is no relative motion between the secondary conveyor track 104 and the primary conveyor track 102. During the engagement cycle, the persons and/or articles can move or be shifted from one conveyor track to another and vice versa. Further, during the engagement cycle, the second powering means to power the secondary conveyor track 104 may be turned OFF so that only the first powering means is in operation.

The secondary conveyor track 104, like the primary conveyor track 102, may also include arrangements for securely holding the persons and/or articles placed thereon in the same manner as mentioned above. Also, the secondary conveyor track 104 may include empty spaces for the articles as well as seating arrangements for the persons traveling on-board.

During a disengagement cycle, the secondary conveyor track 104 is disconnected from the primary conveyor track 102. Following such disengagement, the primary conveyor track 102 may keep on moving and may even vary its speed. The secondary conveyor track 104, on the other hand, starts decelerating and finally comes to a halt.

Further, the secondary conveyor track 104 is functionally associated with at least one road level 108. The road level 108 has a plurality of zones 110 configured thereon for facilitating embarkation and/or disembarkation of the persons and/or loading and un-loading of the articles to/from the secondary conveyor track 104. In an embodiment, the CCU sends signals to the secondary conveyor track 104 to take a halt such that the persons and/or the articles may embark to or disembark from the secondary conveyor track 104 near one of the zones 110, at least a predetermined time before a embarking/disembarking section of the secondary conveyor track 104 reaches the zone 110. The plurality of zones 110 facilitates transfer of the persons and/or articles from the road 108 to the empty spaces on the secondary conveyor track 104 and vice versa when the secondary conveyor track 104 is at a stationary position and disengaged. In an embodiment, the CCU finds out availability of empty areas on the secondary conveyor track 102 and respectively assigns each of the empty areas to the incoming persons and/or the articles that are loaded. Further, the CCU system may also manage the transfer of the persons and/or articles from the secondary conveyor track 104 to the primary conveyor track 102 and conversely from the primary conveyor track 102 to the secondary conveyor track 104 and finally to the road 108.

Furthermore, in an embodiment, the conveyor transportation system 100 includes barrier structures (not shown). A first barrier structure is disposed between the road 108 and the secondary conveyor track 104. A second barrier structure is disposed between the secondary conveyor track 104 and the primary conveyor track 102. In an embodiment, both the barrier structures are retractable. For example, during the engagement cycle, the first barrier structure between the secondary conveyor track 104 and the road 108 is in an installed position and the second barrier structure between the primary and secondary conveyor tracks 102 and 104 is in a retracted position. Accordingly, during the engagement cycle, the first barrier structure precludes an accidental movement of the persons and/or articles between the road 108 and the secondary conveyor track 104. Further, during the engagement cycle, as the second barrier structure is in retracted position, the persons and/or articles can move or be moved from the primary conveyor track 102 towards the secondary conveyor track 104 or from the secondary conveyor track 104 towards the primary conveyor track 102.

On the other hand, during the disengagement cycle, the first barrier structure is in the retracted position and the second barrier structure is in the installed position. Accordingly, during the disengagement cycle, the persons and/or articles can move or be moved from the road 108 to the secondary conveyor track 104 or from the secondary conveyor track 104 to the road 108. Further, as the second barrier structure is in the installed position, the persons and/or articles cannot move between primary conveyor track 102 and the secondary conveyor track 104.

In operation, the persons and/or articles, in order to be placed on the conveyor transportation system 100, reach the zone 110 provided alongside the road 108. At the zone 110, the persons and/or articles are moved sequentially onto the embarking/disembarking sections on the secondary conveyor track 104, while the secondary conveyor track 104 is in the rest position, i.e., no motion with respect to the road 108. In an embodiment, the persons can move and step onto the embarking/disembarking sections on their own while the articles may be loaded onto the embarking/disembarking sections by means of loading equipment such as fork- lifts, etc., and gets dispersed to empty spaces on the secondary conveyor track 104. In an implementation, the CCU may pre-assign separate spaces dedicated to the articles and the persons on the secondary conveyor track. In the case of vehicles, for example, an arrangement may be provided through which the vehicles ean be driven onto the secondary conveyor track 104 from the zone 110 directly. Once loaded, the vehicles may be secured safely to the secondary conveyor track 104 by appropriate locking means such as fasteners and/or restrainers. On the other hand, the persons may either sit or stand at the dedicated spaces. In an embodiment, the zone 110 may comprise a stretch on the road level 108 alongside the secondary conveyor track 104 provided, for example, at every few meters.

In operation, the CCU generates a signal to activate the engagement cycle. The primary conveyor track 102, which is in motion and may be traversing the route between the end destinations 106a and 106b at its maximum speed, starts decelerating and reaches a speed equal to the maximum speed of the secondary conveyor track 104, i.e., v2. In the meanwhile, the secondary conveyor track 104 too starts accelerating and reaches its maximum speed v2. When the primary and the secondary conveyor tracks 102 and 104 are at the speed v2, both get engaged to one another. The two conveyor tracks 102 and 104 may then move at a common speed, for example, at the speed of the primary conveyor track 102. Once engaged, the power supply to drive the secondary conveyor track 104 may be turned off.

Further, during the engagement cycle, the articles and/or persons are freed from the locking means and are directed to mpve to an empty area of the primary conveyor track 102. Once each of the articles and/or persons is positioned on a location on the_; empty area on the primary conveyor track 102, the articles are again secured to the primary conveyor track 102 using the locking means. In an embodiment, the vehicles may be driven from one track to another during the engagement cycle. In an alternate embodiment, the integrated transportation system 100 includes one or more sliding platforms disposed above an operative top surface of either of the conveyor tracks 102 and 104, which, during the engagement cycle, are adapted to slide laterally with respect to a direction of travel from one conveyor track to another. The articles may be secured onto these sliding platforms, individually or in group, and may be shifted from one conveyor track to another during the engagement cycle.

The persons and/or articles placed on the primary conveyor track 102 may move at the maximum speed of the primary conveyor track 102, i.e., vl. As and when a destination is about to be reached, a message of unloading/de-boarding is conveyed from the CCU.

In an embodiment, unloading/de-boarding involves two stages: first stage of moving the persons and/or articles from the primary conveyor track 102 to the secondary conveyor track 104, while the primary conveyor track 102 is still engaged with the secondary conveyor track 104; and second stage of moving the persons and/or articles from the secondary conveyor track 104 to the road level 108.

In the second stage, for example, the secondary conveyor track 104, upon receiving the message from the CCU, gets disengaged from the primary conveyor track 102 and starts decelerating because of no power supply to the same. In an embodiment, the integrated transportation system 100 includes one or more braking mechanisms for decelerating the primary and secondary conveyor tracks 102 and 104. The deceleration is governed by the CCU such that each of the embarking/disembarking sections of the secondary conveyor track 104 takes a halt or stoppage near at least one of the zones 110 on the road level 108. In this position, the CCU opens the first barrier between the secondary conveyor track 104 and the road level 108 and allows the persons and/or the articles to be disembarked from the secondary conveyor track 104 onto the road level 108.

Following unloading/disembarking of the persons arid/or articles, another group of persons and/or articles may embark or get loaded onto the secondary conveyor track 104 and may commence their journey forward to another destination between the two end destinations 106a and 106b.

In yet another embodiment, there may be only one conveyor track, for example, the secondary conveyor track 104, which runs at a speed v for a predetermined period interval and halts for a pre-determined period interval before resuming to move again towards an destination. In this embodiment, as and when the conveyor track comes to a stationary position, the persons and/or the articles can move or are moved from the road level to the conveyor traclf and vice-a- versa, from the conveyor track to the road level. In this embodiments, the said conveyor track may be equipped with locking mechanism, accelerating/decelerating mechanisms, sliding platforms and/or all other equipment as described with respect to the embodiment described earlier having both the primary and the secondary conveyor tracks 102 and 104.

TECHNICAL ADVANCEMENTS AND ECONOMIC SIGNIFICANCE

The conveyor transportation system, in accordance with the present disclosure described herein above has several technical advantages including but not limited to the realization of:

• a new mode of transportation besides present day modes viz. road, rail, sea and air.

• an integrated transportation system that is solution for cost effective, quick public transport;

• an integrated transportation system that is efficient in the sense that it employs comparatively less number of energy consuming machinery;

• an integrated transportation system that can run on both conventional and unconventional sources of energy; an integrated transportation system that facilitates transportation of both living beings and non-living things, including persons, animals, loads and wheeled- driven vehicles, etc., from one place to another, thereby providing an integrated transportation system;

an integrated transportation system wherein embarkation and disembarkation is possible at any or all points between any two destination points along the route;

an integrated transportation system that provides for a non-stop transportation service;

an integrated transportation system that helps reduce road accidents due to the negligence of public commuting on their own vehicles;

an integrated transportation system that helps reduce sound pollution;

an integrated transportation system that does not obstruct the functioning of existing transportation means and systems and rather works in synergy with the existing public as well as personal transportation means to provide an enhanced transportation system for nations across the world;

an integrated transportation system that eliminates traffic snarls, on-road congestions in metropolises by facilitating quick, continuous movements of the persons and articles, including vehicles;

an integrated transportation system that helps reduce on-road traffic congestion and fuel wastage resulting there from;

an integrated transportation system that helps reduce consumption of fuels required for operating hundreds and thousands of vehicle engines;

an integrated transportation system that helps reduce gross national fuel consumption of a country per year;

an integrated transportation system that helps limit the level of emissions resulting from the running of vehicle engines driven on fossil fuels;

an integrated transportation system that is cost effective, reliable, and safe and saves both time and effort of people commuting; • an integrated transportation system that drastically reduces the expenditure incurred on the procurement and import of crude oils, fossil fuels, etc.

Throughout this specification the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

The use of the expression "at least" or "at least one" suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.

Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.

The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

Claims

Claims:

1. An integrated transportation system (100) comprising:

at least one of a primary conveyor track (102) and a secondary conveyor track (104) disposed adjacently parallel to and at a same height as that of said primary conveyor track (102), said at least one of said primary conveyor track (102) and said secondary conveyor track (104) configured to transport at least one of an article and a person from one place to another between two end destinations (106a, 106b), wherein said at least one of said primary conveyor track (102) and said secondary conveyor track (104) is functionally associated with a zone (110) at road level (108).

2. The integrated transportation system (100) as claimed in claim 1 comprising an electronic control unit (CCU) configured to generate at least one signal at a predetermined time interval for activating at least one of an engagement cycle and a disengagement cycle for at least one of an engagement and a disengagement of said primary conveyor track (102) and said secondary conveyor track (104).

3. The integrated transportation system (100) as claimed in claim 1 comprising at least one powering unit to set into motion at least one of said primary conveyor track (102) and said secondary conveyor track (104).

4. The integrated transportation system (100) as claimed in claim 3 wherein the at least one powering unit is powered by a non-conventional energy source.

5. The integrated transportation system (lOQ), as claimed in claim 1 comprising at least one braking unit to decelerate at least one of said primary conveyor track (102) and said secondary conveyor track (104).

6. The integrated transportation system (100) as claimed in claim 1 comprising one or more sliding platforms disposed above an operative top surface of at least one of said primary conveyor track (102) and said secondary conveyor track (104), wherein said sliding platforms are configured to slide laterally with respect to a direction of travel between said primary conveyor track (102) and said secondary conveyor track (104).

7. The integrated transportation system (100) as claimed in claim 5, wherein said one or more sliding platforms are provided with at least one locking means to secure at least said one or more articles thereon.

8. The integrated transportation system (100) as claimed in claim 1, wherein said primary conveyor track (102) moves at a maximum speed vl and said secondary conveyor track (104) moves at a maximum speed v2, wherein vl is greater than or equal to v2.

9. The integrated transportation system (100) as claimed in claim 7, wherein said maximum speed vl is about 200 km/hr.

10. The integrated transportation system (100) as claimed in any of the previous claims 1 to 8, wherein upon receiving a first signal from said CCU for actuating said engagement cycle, at least one of decelerating said primary conveyor track (102) and accelerating said secondary conveyor track (104) until a speed of said primary conveyor track (102) is equal to a speed of said secondary conveyor track (104) after an expiry of a predetermined time interval from receiving said first signal.

11. The integrated transportation system (100) as claimed in any of the previous claims 1 to 8, wherein upon receiving a second signal from said CCU for actuating said disengagement cycle, said secondary conveyor track (104) disengages from said primary conveyor track (102) and decelerates until said secondary conveyor track (104) comes to a stationary position alongside the: road (108) after an expiry of a predetermined time interval from receiving said second signal.

12. The integrated transportation system (100) as claimed in claim 1 comprising a first retractable barrier provided between said secondary conveyor track (104) and said road level (108) and a second retractable barrier provided between said secondary conveyor track ( 104) and said primary conveyor track ( 102).

13. The integrated transportation system (100) as claimed in any of the claims 1 to 12, wherein during said engagement cycle, said first barrier is in an installed position while said second barrier is in a retracted position.

14. The integrated transportation system (100) as claimed in any of the claims 1 to 12, wherein during said disengagement cycle, after said secondary conveyor track (104) comes to said stationary position, said first barrier is in said retracted position; while said second barrier is in said installed position.

15. The integrated transportation system (100) as claimed in claim 1, wherein said primary conveyor track (102) and said secondary conveyor track (104) move at a same speed during said engagement cycle.

16. The integrated transportation system (100) as claimed in claim ,!, wherein said one or more articles comprise at least one wheeled motor vehicle.