The last mile,
above the traffic.
A modular elevated corridor for walking, cycling and autonomous pods — slender enough to thread between a city's existing trees.
The problem
Metro gets you across the city.
It's the last two kilometres that send everyone back to their cars.
Forty minutes lost on the final stretch is enough to make the whole journey not worth taking. Bengaluru alone loses an estimated ₹20,000 crore a year to congestion — and the conventional fixes have run out of room. Source: Institute for Social and Economic Change (ISEC), 2023
Flyovers carry themselves
Built to highway loading, a two-lane 30 m span weighs over 500 tonnes empty — more than 60% of its capacity spent holding up its own concrete. The piers that needs push into traffic lanes and medians, and cost pressure then forces shorter spans and lower clear heights. That is where the tree felling starts.
Tunnels cost the earth, literally
A six-lane twin-tube tunnel is estimated at ₹1,050 Cr/km and likely to land nearer ₹1,600 Cr/km. Entry and exit bottlenecks then drag real throughput below 1,500 passengers per lane per hour.
Car priority produces more cars
Restricting two-wheelers without an alternative simply converts those trips into single-occupant cars. In cities already at the highest vehicles per capita, that is not development — it is gridlock with better upholstery.
The Altlanes system
Walking first. Then cycling. Then pods.
One slender structure, three modes, and a footprint small enough to weave between the trees and buildings that are already there.
The lower deck belongs to people
A fully enclosed 4 m-deep truss web — shaded, weather-protected, and running at canopy height from the station straight into the neighbourhood.
Trees stay standing
Slim, widely-spaced piers instead of a continuously graded strip. The alignment curves and climbs around protected trees, waterways and sensitive ground rather than clearing them.
Built segment by segment
Spans go up independently, so a network grows over time instead of arriving as one enormous construction push. Routes can be extended or rerouted later using the same parts.
Starts where metro ends
Routes begin at existing stations and run into the neighbourhoods and business parks around them, docking directly into second-floor lobbies, retail concourses and residential podiums.
Root cause analysis
We are moving tonnes to move people
Congestion is usually framed as a shortage of road space. Weigh the metal being hauled per passenger and it looks like something else entirely.
Vehicle weight per passenger
Kilograms of vehicle per passenger — off-peak → peak occupancyA single-occupant car hauls close to thirty times its passenger's own body weight in metal. Every kilogram of it has to be carried by the pavement, the flyover deck or the tunnel lining a city pays for. Design around people instead of vehicles and the structure gets radically lighter — which is where the Altlanes guideway starts.
Notes. Kerb weights and peak occupancy figures rely on input data from third parties.
System design
Two decks, one structure
A single 4 m-deep truss carries everything: an open guideway on top for pods, an enclosed concourse for people inside it, and terminals that dock straight into the buildings it serves.
Two pier families cover almost every street
Typology A — central pier
Symmetrical balanced T-cantilever
Rises from the median of four- and six-lane roads, balancing the deck either side of one slim column with minimal intrusion into live traffic lanes.
Typology B — edge pier
Asymmetric portal cantilever
For narrow, one-way or edge-constrained rights of way with no median. The deck cantilevers out from a single column set clear of the carriageway.
Pod technology
Fixed-path autonomy, not open-road self-driving
The pods use the same guidance approach proven in warehouses and factories. Because the guideway constrains where a pod can go, the perception problem is simpler and the safety case is far easier to prove than general autonomy.
V2X platooning
Pods form synchronised virtual platoons — the equivalent of a six-car train — at 12-second headways during peak, with space-time slot allocation handling crossings and merges at speed.
Continuous third-rail power
An under-slung pantograph guarantees 24/7 operation with zero battery weight and no charging downtime. Lighter pods, lighter structure, and no part of the fleet ever sitting on a charger.
Book it or walk up
Private or shared rides through an app, alongside tap-and-go turnstiles for walk-up passengers boarding first-come. Shared bikes and kick-scooters sit on the lower concourse.
Predictive redistribution
AI handles the parts that genuinely need intelligence — forecasting demand, spacing pods, routing around a stalled unit, and pre-positioning the fleet ahead of every train arrival.
Delivery
Nothing here is custom-built. Which is why it can be standing while a conventional project is still in review.
Bolted, not cast
Guideway sections bolt together on site, stations assemble from a common component set, and piers use a small family of standard footings adapted to local ground.
Pre-engineered clears faster
The same details have already been assessed, so structural review moves quickly — and a design that visibly keeps the trees removes the dispute that stops projects outright.
Built in parallel
Components are manufactured off-site while piers go in on the ground, and crews get measurably quicker with every repeated segment.
Fast to approve. Fast to build. Easy to defend.
If you are weighing a last-mile corridor, a feeder line or a campus connection, we would like to look at the alignment with you.
Contact
Talk to us about a corridor
We work with city authorities, transit agencies, developers and campus operators — from the first alignment sketch through to delivery.
Peenya 1st Stage
Bengaluru 560058, Karnataka, India