PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC ... · Project for Colombo Metropolitan Region and Suburbs (CoMTrans). The master plan prioritised the monorail in Malabe Corridor

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PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC

TRANSPORT SYSTEM INTRODUCTION PROJECT

FINAL REPORT

JANUARY 2015

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS GLOBAL CO., LTD.

MINISTRY OF TRANSPORTTHE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA

PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC

TRANSPORT SYSTEM INTRODUCTION PROJECT

FINAL REPORT

JANUARY 2015

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS GLOBAL CO., LTD.

MINISTRY OF TRANSPORTTHE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA

US$1.00 = LKR 130.4550

US$1.00 = JPY101.79

(Exchange rate of May 2014)

Images of Monorail Rolling Stocks and Civil Structures

Images of Monorail Station

Images of Monorail Station Interior

General Route Alignment

Outline of the Project

1. Country: The Democratic Socialist Republic of Sri Lanka

2. Project Name: New Integrated Urban Public Transport System Introduction Project

3. Execution Agency: Ministry of Transport

4. Survey Objectives:

The transport demand has increased remarkably over the past few years, especially in Colombo

Metropolitan Area. Current traffic congestion becomes serious during morning and evening

peaks within and around the boundary of CMC and is expanding its area. In order to develop an

efficient urban transport network and promotion of a reliable and safe transport system, the urban

transport master plan has been formulated under the Urban Transport System Development

Project for Colombo Metropolitan Region and Suburbs (CoMTrans). The master plan prioritised

the monorail in Malabe Corridor. This survey, therefore, examine feasibility of the monorail

project from technical, economical, financial, institutional and environmental aspects.

5. Survey Contents:

On the proposed monorail Line 1 from Kotahena to IT Park at Malabe (21.4 km) and Line 2 from

National Hospital to Kollupitiya (2.1 km) with the Multi-Modal Centre at Malabe and Park and

Ride Facilities, the feasibility study shall cover the following components.

1) Conduct supplementary surveys

2) Prepare/select design standards for the project

3) Conduct preparatory design of the project

4) Conduct economic and financial analyses

5) Conduct EIA

6) Prepare an implementation strategy

7) Prepare an operation and maintenance strategy

6. Conclusions and Recommendations:

(1) Conclusions

・ The monorail system was designed as a technically and economically suitable and effective solution for the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area.

・ The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system.

・ The public corporation might face financial difficulty in case of normal bus fare. However, the public corporation has the possibility to cover the operation and maintenance costs even from the fare revenue of normal bus level in case the public corporation receives the additional revenue from the multi-modal transport hub at Fort/Pettah with Mall-1.

・ Environmental Impact Assessment (EIA) study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal.

・ Social study revealed that impact on agricultural land is relatively high due to land for a depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low.

(2) Recommendations

・ Formulation of Project Management Unit (PMU) is required to successfully implement the project smoothly and effectively.

・ Institutional arrangement for monorail operation/Management is essential.

・ EIA process should be completed for the implementation of the project.

・ In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project.

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PREPARATORY SURVEY

FOR

NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION

PROJECT

FINAL REPORT

TABLE OF CONTENTS

EXECUTIVE SUMMARY ......................................................................... Executive Summary-1

CHAPTER 1 Introduction ....................................................................................................... 1

1.1 Background.......................................................................................................... 1

1.2 Scope of the Feasibility Study ........................................................................... 11

1.3 Structure of Report ............................................................................................ 11

CHAPTER 2 Corridor and Mode Selection ......................................................................... 13

2.1 Selection of Corridor ......................................................................................... 13

2.1.1 Current and Future Perspective of Transport in Colombo Metropolitan Area .. 13

2.1.2 Proposal of CoMTrans Urban Transport Master Plan ....................................... 16

2.1.3 Why Malabe Corridor? ...................................................................................... 20

2.1.4 Route Options .................................................................................................... 20

2.1.5 Phasing of the Project ........................................................................................ 25

2.2 Selection of Mode .............................................................................................. 27

2.2.1 Introduction of Transit Modes ........................................................................... 27

2.2.2 Points to Be Considered for Mode Selection ..................................................... 41

2.2.3 Why Monorail for Malabe Corridor? ................................................................ 43

CHAPTER 3 Transport Demand Forecast........................................................................... 49

3.1 Assumptions and Method of Demand Forecast ................................................. 49

3.1.1 Overall Methodology ......................................................................................... 49

3.1.2 Origin-Destination Table Estimation ................................................................. 51

3.1.3 Transport Network ............................................................................................. 61

3.2 Results of Demand Forecast .............................................................................. 67

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CHAPTER 4 Route Alignment and Station Locations ........................................................ 73

4.1 Criteria for Route Planning ............................................................................... 73

4.2 Alternatives Analysis on Route Alignment and Station Locations ................... 74

4.2.1 World Trade Centre (WTC) Area ...................................................................... 75

4.2.2 Sections between National Hospital and Borella............................................... 80

4.2.3 Sections between Borella and Welikada ........................................................... 85

4.2.4 Sections between Sethshiripaya and Malabe ..................................................... 90

4.2.5 North Section between Armour Street and Kelaniya ........................................ 96

4.2.6 Route Alignment of Line 2 .............................................................................. 105

4.2.7 Location of Kollupitiya Station ....................................................................... 115

CHAPTER 5 Monorail System and Structures .................................................................. 119

5.1 Outline of Monorail System ............................................................................ 119

5.1.1 Outline of Monorail System ............................................................................ 119

5.1.2 Rolling Stock ................................................................................................... 121

5.2 Train Operation Plan and Depot Plan .............................................................. 125

5.2.1 Train Operation Plan ....................................................................................... 125

5.2.2 Depot Facilities ................................................................................................ 136

5.3 Plan and Design for Structures and Facilities .................................................. 141

5.3.1 General Criteria ............................................................................................... 141

5.3.2 Design Standards and Specifications ............................................................... 142

5.3.3 Structures and Facilities .................................................................................. 150

5.3.4 Location of Station .......................................................................................... 172

5.3.5 Construction Methods ..................................................................................... 173

5.4 Signalling, Communication and Fare Collection Systems .............................. 189

5.4.1 Signalling System and Train Operation Management System ........................ 189

5.4.2 Communication system ................................................................................... 191

5.4.3 Fare Collection System .................................................................................... 195

5.5 Power Supply System ...................................................................................... 198

CHAPTER 6 Project Cost Estimation ................................................................................ 205

6.1 General Assumption ........................................................................................ 205

6.2 Construction Cost ............................................................................................ 206

6.3 Goods and Services Procured from Japan ....................................................... 216

CHAPTER 7 Project Implementation Schedule ................................................................ 217

7.1 Planning of Project Implementation Schedule ................................................ 217

7.1.1 Procurement Method ....................................................................................... 218

7.1.2 Construction Package ...................................................................................... 219

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7.1.3 Implementation Schedule ................................................................................ 220

CHAPTER 8 Institutional Arrangements and Operation & Maintenance Scheme ....... 223

8.1 Transport Administration ................................................................................ 223

8.2 Implementation Schemes for a New Transit System (Monorail) .................... 225

8.2.1 Organizational Structure for the Railway Sector ............................................. 225

8.2.2 Operation Scheme ........................................................................................... 233

8.2.3 Maintenance Schemes ..................................................................................... 235

8.2.4 Evaluation of O&M Schemes .......................................................................... 238

8.2.5 Proposed O&M Scheme .................................................................................. 242

8.3 Structure of Operation and Maintenance ......................................................... 246

8.4 Operation and Maintenance (O&M) Cost for SKYTRAIN ............................ 249

8.4.1 Labour ............................................................................................................. 249

8.4.2 Spare Parts (materials) ..................................................................................... 250

8.4.3 Power Consumption ........................................................................................ 251

8.4.4 Summary.......................................................................................................... 251

CHAPTER 9 MMC and P&R Development ...................................................................... 253

9.1 Introduction ..................................................................................................... 253

9.2 Development Concept for MMC and P&R ..................................................... 254

9.2.1 Role and Functions of All the Stations ............................................................ 254

9.2.2 Concept of MMC ............................................................................................. 257

9.2.3 Concept of P&R .............................................................................................. 258

9.3 Layout Plans of MMC Malabe ........................................................................ 260

9.3.1 Functional Requirements of Malabe MMC ..................................................... 260

9.3.2 Characteristics of the Site ................................................................................ 260

9.3.3 Layout Plan of MMC Malabe .......................................................................... 261

9.4 Layout Plans of P&R ....................................................................................... 263

9.4.1 General Concepts of P&R Stations ................................................................. 263

9.4.2 P&R Welikada ................................................................................................. 263

9.4.3 P&R Sethsiripaya ............................................................................................ 265

9.4.4 P&R Lumbini Temple ..................................................................................... 267

9.5 Floor Volume and Cost Estimation (MMC+P&R) .......................................... 268

9.5.1 Floor Area and Cost Estimation of MMC Malabe .......................................... 268

9.5.2 Floor Area and Cost Estimation of P&Rs ....................................................... 270

CHAPTER 10 Economic Evaluation ..................................................................................... 273

10.1 Overview ......................................................................................................... 273

10.2 Comparison of Benefits and Costs .................................................................. 273

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10.2.1 “With Project” and “Without Project” Assumptions ....................................... 273

10.2.2 Economic Costs of the Project......................................................................... 273

10.2.3 Economic Benefits of the Project .................................................................... 273

10.3 Assumptions for the Economic Evaluation ..................................................... 274

10.3.1 General Assumptions for the Economic Evaluation ........................................ 274

10.3.2 Basic Calculation of Unit Value for Benefit Estimate ..................................... 275

10.4 Economic Evaluation ....................................................................................... 279

10.4.1 Estimation of Benefits ..................................................................................... 279

10.4.2 Cost Benefit Analysis ...................................................................................... 279

10.4.3 Sensitivity Analysis ......................................................................................... 280

10.5 Economic Evaluation with the Multi-Modal Transport Hub (MmTH) ........... 282

10.5.1 Method of Estimating MmTH Benefits ........................................................... 282

10.5.2 Cost Benefit Analysis ...................................................................................... 285

10.5.3 Sensitivity Analysis ......................................................................................... 286

CHAPTER 11 Financial Evaluation ..................................................................................... 289

11.1 General ............................................................................................................ 289

11.2 Assumptions for the Financial Evaluation ....................................................... 289

11.3 Financial Cost and Revenue ............................................................................ 290

11.3.1 Financial Cost .................................................................................................. 290

11.3.2 Revenue ........................................................................................................... 290

11.4 Financial Evaluation of the Project ................................................................. 290

11.5 Financial Evaluation with Loan Conditions .................................................... 291

11.5.1 JICA STEP Loan ............................................................................................. 291

11.5.2 Evaluation Indicator ........................................................................................ 291

11.5.3 Financial Evaluation in the Case of Government Operation ........................... 291

11.5.4 Financial Evaluation in the Case of Public Corporation Operation................. 293

11.5.5 The Case Study: Public Corporation Operation of Monorail with MmTH ..... 295

11.5.6 Summary of Evaluation ................................................................................... 298

CHAPTER 12 Environmental and Social Considerations .................................................. 299

12.1 Project Component .......................................................................................... 299

12.1.1 Project outline .................................................................................................. 299

12.1.2 Location and Study area .................................................................................. 300

12.2 Environmental and Social Baseline Conditions .............................................. 301

12.2.1 Overview of the project area ........................................................................... 301

12.2.2 Conservation area ............................................................................................ 304

12.2.3 Social Environment ......................................................................................... 305

12.3 Environmental Policies and Regulations in Sri Lanka .................................... 305

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12.3.1 National Environmental Act (NEA) No. 47 of 1980, and its amendment Act No. 56 of

1988 and Act No. 53 of 2000 ............................................................................................ 305

12.3.2 Fauna and Flora Protection (Amended) Act (No. 49 of 1993) ........................ 308

12.3.3 Flood protection Ordinance (chapter 449) ....................................................... 308

12.3.4 Colombo District (Low Lying Areas) Reclamation & Development Board Act No. 15 of

1968 308

12.4 Alternative analysis ......................................................................................... 308

12.4.1 No action alternative ........................................................................................ 308

12.4.2 Alternative Analysis in Monorail Route Selection .......................................... 309

12.5 Environmental Scoping Results....................................................................... 309

12.6 TOR Development for Relevant Environmental and Social Studies ............... 313

12.7 Impact Assessment .......................................................................................... 315

12.8 Environmental Management Plan ................................................................... 318

12.9 Monitoring Plan ............................................................................................... 324

12.10 Stakeholder Meeting ........................................................................................ 326

12.11 Land Acquisition and Resettlement ................................................................. 329

12.11.1 Potential Impacts ............................................................................................. 329

12.11.2 Legal Framework regarding Land Acquisition and Resettlement ................... 331

12.11.3 Scope of Land Acquisition and Resettlement Impact ...................................... 340

12.11.4 Eligibility, Compensation and Resettlement Package ..................................... 349

12.11.5 Grievance Redress Mechanism ....................................................................... 355

12.11.6 Institutional Arrangements .............................................................................. 356

12.11.7 Implementation Schedule ................................................................................ 358

12.11.8 Costs and Budget ............................................................................................. 358

12.11.9 Monitoring and Evaluation .............................................................................. 359

12.11.10 Community Participation ................................................................................. 360

CHAPTER 13 Findings and Recommendations .................................................................. 363

13.1 Findings ........................................................................................................... 363

13.2 Recommendations on the Project .................................................................... 364

13.2.1 Formulation of Project Management Unit (PMU)........................................... 364

13.2.2 Institutional Arrangement for Monorail Operation/Management ................... 364

13.2.3 Environmental Impact Assessment ................................................................. 364

13.2.4 Resettlement and Relocation Activities ........................................................... 364

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LIST OF FIGURES

Figure 1.1.1 Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian Cities .. 5

Figure 1.1.2 Public Transport Mode Share and Timing of Transit Investment............................ 5

Figure 1.1.3 Increase of Person Trips by Mode of Transport: 2013 - 2035 ................................. 6

Figure 1.1.4 Change of Modal Share for Car Oriented Scenario: 2013 -2035 ............................. 7

Figure 1.1.5 Entire Transport Network Plan in 2035 ................................................................... 8

Figure 1.1.6 Components of SKYTRAIN Project ..................................................................... 10

Figure 1.1.7 Images of Monorail System ................................................................................... 10

Figure 2.1.1 No. of Vehicles by Mode (Both Directions, 1,000 per Day) ................................. 13

Figure 2.1.2 Peak Hour Travel Speed of Major Transport Corridors ........................................ 14

Figure 2.1.3 Population Projections to 2035 .............................................................................. 14

Figure 2.1.4 Proportion of Projected Population by Income Level in Western province .......... 15

Figure 2.1.5 Short-Term Public Transport System Development Plan ...................................... 17

Figure 2.1.6 Intermediate-Term Public Transport Development Plan ....................................... 18

Figure 2.1.7 Long-Term Public Transport Development Plan ................................................... 19

Figure 2.1.8 Route Alternatives of Northern Colombo Section ................................................. 21

Figure 2.1.9 Access to Railway Stations and Population Density ............................................. 22

Figure 2.1.10 Proposed Route around City Centre .................................................................... 23

Figure 2.1.11 Route Analysis of Two Alternatives in the National Hospital and Borella Section24

Figure 2.1.12 Route Analysis of Two Alternatives in the Battaramulla Area ........................... 25

Figure 2.1.13 Daily Sectional Passenger Demand for Public Transport in 2035 ....................... 26

Figure 2.1.14 Proposed Route of SKYTRAIN Project .............................................................. 27

Figure 2.2.1 Image of Bus Priority Signalling System ............................................................... 28

Figure 2.2.2 Photos of Bus Priority Lanes ................................................................................. 28

Figure 2.2.3 Photos of Bus Rapid Transit (BRT) ....................................................................... 30

Figure 2.2.4 Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case) ..... 32

Figure 2.2.5 Compromise Cross-Sections with Dedicated Bus Lanes ....................................... 33

Figure 2.2.6 Current Road Width of Arterial Roads .................................................................. 34

Figure 2.2.7 Photos of Automated Guideway Transit (AGT) .................................................... 35

Figure 2.2.8 Photos of Monorail ................................................................................................ 36

Figure 2.2.9 Photos of Light Rail Transit (LRT) ....................................................................... 38

Figure 2.2.10 Photos of Mass Rail Transit (MRT) and Modernised Railway ........................... 40

Figure 2.2.11 Passenger Capacity and Scheduled Speed of Public Transport Modes ............... 42

Figure 2.2.12 Scheduled Speed and Passenger Capacity of Public Transport Modes ............... 44

Figure 2.2.13 Image of Slab and Beam Structure ...................................................................... 46

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Figure 3.1.1 Flow of Transport Demand Forecast ..................................................................... 50

Figure 3.1.2 Population Projections to 2035 .............................................................................. 51

Figure 3.1.3 Person Trip Demand by Region: 2013 – 2035 ....................................................... 52

Figure 3.1.4 Hourly Fluctuation of Trip Generation by Purpose at Trip Destination ................ 60

Figure 3.1.5 Assumed Hourly Fluctuation of Passenger Demand for Monorail ........................ 61

Figure 3.1.6 Railway Fare Setting in Sri Lanka Railways ......................................................... 63

Figure 3.1.7 Fares of Buses by Distance by Class in Sri Lanka ................................................. 63

Figure 3.1.8 Example of Traffic Volume – Capacity Scattered Graph (4-lane Suburban Roads)66

Figure 3.2.1 Daily Sectional Passengers of Public Transport in 2020 (Stage 1) ........................ 68



Figure 3.2.4 Peak Hour Passenger Volume per Direction in 2020 (Stage 1) ............................. 69



Figure 3.2.7 Peak Hour Passenger Loading by Station in 2020 (Stage 1) ................................. 71



Figure 4.2.1 General Route Alignment ...................................................................................... 74

Figure 4.2.2 WTC Route Options .............................................................................................. 76

Figure 4.2.3 Planned WTC Station Location of Option 1 .......................................................... 77

Figure 4.2.4 Planned WTC Station Location of Option 2 .......................................................... 77

Figure 4.2.5 WTC Station Location Option 1 ............................................................................ 79

Figure 4.2.6 WTC Station Location Option 2 ............................................................................ 79

Figure 4.2.7 Route Plan for Section between National Hospital St. and Borella St................... 81

Figure 4.2.8 National Hospital Station Location (Option 1) ...................................................... 82

Figure 4.2.9 National Hospital Station Location (Option 2) ...................................................... 82

Figure 4.2.10 Option 1 for National Hospital Station ~ Borella Station Section ....................... 84

Figure 4.2.11 Option 2 of National Hospital Station ~ Borella Station Section ........................ 84

Figure 4.2.12 Route Plans for Borella Station ~ Welikada Station Section ................................ 86

Figure 4.2.13 The Bo Tree near the Borella Station .................................................................. 87

Figure 4.2.14 Baseline Road Intersection .................................................................................. 87

Figure 4.2.15 Option 1 of Borella ~ Welikada Section .............................................................. 89

Figure 4.2.16 Option 2 for Borella ~ Welikada Section ............................................................. 89

Figure 4.2.17 Sethshiripaya Station ~ IT Park Station Section .................................................. 91

Figure 4.2.18 Option 2 Malabe Road ......................................................................................... 92

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Figure 4.2.19 Option 1 Alignment for Sethshiripaya ~ IT Park Section .................................... 94

Figure 4.2.20 Option 2 Alignment for Sethshiripaya ~ IT Park Section .................................... 95

Figure 4.2.21 North Section Alignment Map ............................................................................. 97

Figure 4.2.22 The Road near Mattakkuliya ................................................................................ 98

Figure 4.2.23 The Road near JFB (Japanese Friendship Bridge) ............................................... 98

Figure 4.2.24 Road Bridge near Kandy Road ............................................................................ 99

Figure 4.2.25 Kandy Road in front of Kelaniya Station ............................................................ 99

Figure 4.2.26 North Section (Option 1) ................................................................................... 101




Figure 4.2.30 Line 2 Route Alternatives .................................................................................. 106

Figure 4.2.31 Line2 - Track arrangement at National Hospital Station ................................... 107

Figure 4.2.32 Transport Centre St. ~ Sebastian Canal St. Line1 Route ................................... 108

Figure 4.2.33 Sebastian Canal Station: Image of Two-layer Platform ..................................... 109

Figure 4.2.34 Sebastian Canal St ............................................................................................. 109

Figure 4.2.35 Transport Centre Station .................................................................................... 110

Figure 4.2.36 Line 2 - Option 1 ................................................................................................ 112

Figure 4.2.37 Line 2 -Option 2 ................................................................................................. 113

Figure 4.2.38 Line2 – Option 3 ................................................................................................ 114

Figure 4.2.39 Options for Kollupitiya Station .......................................................................... 115

Figure 4.2.40 Option 1 for Kollupitiya Station ........................................................................ 118

Figure 4.2.41 Option 2 for Kollupitiya Station ........................................................................ 118

Figure 5.1.1 Outline of Monorail ............................................................................................. 119

Figure 5.1.2 Image of Monorail ............................................................................................... 120

Figure 5.1.3 Image of Monorail Vehicle .................................................................................. 123

Figure 5.2.1 Track Layout of the Monorail .............................................................................. 125

Figure 5.2.2 Daily Sectional Loading ...................................................................................... 126

Figure 5.2.3 Operation Pattern ................................................................................................. 127

Figure 5.2.4 Demand and Transportation Capacity ................................................................. 128

Figure 5.2.5 Train Diagrams in Peak Hour .............................................................................. 129



Figure 5.2.8 Examples of Daily Train Diagrams ..................................................................... 132

Figure 5.2.9 Daily Train Schedule ........................................................................................... 133

Figure 5.2.10 Example of Monthly Maintenance Schedule ..................................................... 135

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Figure 5.2.11 Example of Heavy Maintenance Plan for Rolling Stock ................................... 136

Figure 5.2.12 Location of Depot .............................................................................................. 137

Figure 5.2.13 Depot Layout ..................................................................................................... 140

Figure 5.3.1 Axial Arrangement .............................................................................................. 143

Figure 5.3.2 Location of Centre of Gravity .............................................................................. 143

Figure 5.3.3 Construction and Monorail Car Gauge for Large Size ........................................ 149

Figure 5.3.4 Track Centre Spacing on the Straight Section for Large Size ............................. 149

Figure 5.3.5 Type of Superstructure ......................................................................................... 150

Figure 5.3.6 PC Track Girders with Mono-type Piers. ............................................................ 151

Figure 5.3.7 Monorail Bridge ................................................................................................... 151

Figure 5.3.8 Structural Details of PC - Girder ......................................................................... 152

Figure 5.3.9 Structural Dimensions of PC-Girder .................................................................... 152

Figure 5.3.10 Section for Foundations ..................................................................................... 153

Figure 5.3.11 General Sections of the Sub-structure ................................................................ 154

Figure 5.3.12 General Section for Portal-type Pier .................................................................. 154

Figure 5.3.13 Plan of Separate Platform (General Station with 1-ticketing Gate) ................... 156

Figure 5.3.14 Separate Platform Type (Tama Monorail Japan) ............................................... 157

Figure 5.3.15 Images of Separate Platform .............................................................................. 157

Figure 5.3.16 Plan of a Typical Intermediate Station (Concourse Level) ................................ 159

Figure 5.3.17 Station Facilities (Tama Monorail Japan) .......................................................... 160

Figure 5.3.18 Images of Station Facilities ................................................................................ 161

Figure 5.3.19 Station Structure Concept .................................................................................. 162

Figure 5.3.20 Section View for Typical Station with Single Central Piers .............................. 162

Figure 5.3.21 Station Building with Single Central Piers (Tama Monorail Japan).................. 163

Figure 5.3.22 A Sample of Station Building Roof ................................................................... 163

Figure 5.3.23 Station Roof ....................................................................................................... 164

Figure 5.3.24 Perspective Image of a Station of SKYTRAIN Monorail ................................. 165

Figure 5.3.25 Schematic Drawing of Track Alignment around the National Hospital Station 166

Figure 5.3.26 Plan View around the National Hospital ........................................................... 167

Figure 5.3.27 Section View around the National Hospital Station .......................................... 167

Figure 5.3.28 Proposed Pedestrian Decks between the National Hospital and Buildings ....... 168

Figure 5.3.29 Depot Location .................................................................................................. 169

Figure 5.3.30 Boring Log ......................................................................................................... 170

Figure 5.3.31 Foundation Structure of Depot........................................................................... 171

Figure 5.3.32 Typical Section of the Construction Work Space Arrangement ........................ 174

Figure 5.3.33 Pier Column Construction (Manila) ................................................................... 175

Figure 5.3.34 An Example of a Pre-cast Plant for PC Track Girders ...................................... 175

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Figure 5.3.35 Typical Construction Sequence for Manufacturing of the PC Track Girder ..... 176

Figure 5.3.36 Track Crane Girder Erection Method ................................................................ 177

Figure 5.3.37 Erection Girder Method ..................................................................................... 177

Figure 5.3.38 Typical Work Space Layout for Station Pier Construction ............................... 178

Figure 5.3.39 Station Cantilever Pier Construction (Sample) .................................................. 179

Figure 5.3.40 Station Concourse and Platform Construction (Sample) ................................... 179

Figure 5.3.41 Station Platforms and Roof Frame under Construction (Sample) ..................... 180

Figure 5.3.42 Station Roof Covering under Construction (Sample) ........................................ 180

Figure 5.3.43 Location of the Section from Lumbini Temple Station to Malabe Station ........ 181

Figure 5.3.44 Typical Section of Road Occupation during the Construction .......................... 182

Figure 5.3.45 Cable Installation Works ................................................................................... 183

Figure 5.3.46 Projected Construction Schedule of One Work Space ....................................... 184

Figure 5.3.47 Construction Schedule on the Section from Lumbini Temple to Malabe Station185

Figure 5.3.48 Planned Elevated Depot Platform ...................................................................... 186

Figure 5.3.49 Typical Construction Methods for the Elevated Depot Platform....................... 187

Figure 5.3.50 Projected Construction Schedule for the Elevated Depot Platform (1 unit) ...... 188

Figure 5.4.1 The Image of ATP Train Control......................................................................... 190

Figure 5.4.2 Image of Operation Control Centre ..................................................................... 190

Figure 5.4.3 Image of ESB ....................................................................................................... 191

Figure 5.4.4 Image of Dispatch telephone terminal ................................................................. 192

Figure 5.4.5 Image of PA console ............................................................................................ 192

Figure 5.4.6 Image of PIS display ............................................................................................ 193

Figure 5.4.7 Image of Clock System Terminal ........................................................................ 193

Figure 5.4.8 Image of Radio Console, Portable Radio Terminal ............................................. 194

Figure 5.4.9 The Image of CCTV System Configuration ........................................................ 195

Figure 5.4.10 The Image of Automatic Fare Collection System (AFCS) ................................ 197

Figure 5.4.11 The Image of Automatic Fare Collection System and Its Application .............. 198

Figure 5.5.1 Layout of Equipment of Traction and Station Service Substations ..................... 200

Figure 5.5.2 Image of Contact Line ......................................................................................... 200

Figure 5.5.3 Power Supply Program Year 2025 ...................................................................... 201

Figure 5.5.4 Power Supply Program Year 2035 ...................................................................... 202

Figure 7.1.1 Draft Implementation Schedule 221

Figure 8.2.1 Proposed Organizational Chart for SMA ............................................................. 227

Figure 8.2.2 Concept of New Transit Regulatory, Operation and Maintenance Schemes in Sri Lanka

228

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Figure 8.2.3 Maintenance Task Work Flow ............................................................................. 236

Figure 8.2.4 Functional Organization Structure for O&M Scheme ......................................... 245

Figure 8.3.1 Organization Chart of Operator ........................................................................... 247

Figure 8.3.2 Organization Chart of Maintenance Contractor ................................................... 248

Figure 9.1.1 Locations of MmTH, MMCs and P&Rs in SKYTRAIN Project ........................ 253

Figure 9.2.1 Four Features of Monorail Stations ..................................................................... 254

Figure 9.2.2 Concept of MMC ................................................................................................. 258

Figure 9.2.3 Concept of P&R ................................................................................................... 259

Figure 9.3.1 Location and Characteristics of the Site of MMC Malabe .................................. 261

Figure 9.3.2 Layout Plan of MMC Malabe .............................................................................. 262

Figure 9.3.3 First Floor Plan of MMC Malabe ........................................................................ 262

Figure 9.3.4 Conceptual Section Diagram of MMC Malabe ................................................... 263

Figure 9.4.1 Conceptual Section Diagram of General P&R Stations....................................... 263

Figure 9.4.2 Location and Characteristics of the Site of P&R Welikada ................................. 264

Figure 9.4.3 Layout Plan of P&R Welikada ............................................................................ 264

Figure 9.4.4 Location and Characteristics of the Site of P&R Sethsiripaya ............................ 265

Figure 9.4.5 Layout Plan of P&R Sethsiripaya ........................................................................ 266

Figure 9.4.6 Location and Characteristics of the Site of P&R Lumbini Temple ..................... 267

Figure 9.4.7 Layout Plan of P&R Lumbini Temple ................................................................. 268

Figure 10.5.1 Traffic Condition of the Olcott Mawatha in the Evening Time ......................... 285

Figure 11.5.1 The Case of the Government Operation ............................................................ 291

Figure 11.5.2 The Case of the Public Corporation Operation .................................................. 293

Figure 11.5.3 Component of MmTH and Mall-1 & Mall-2 ..................................................... 295

Figure 11.5.4 The Case of the Public Corporation Operation with MmTH ............................. 296

Figure 12.1.1 Proposed Monorail Route .................................................................................. 300

Figure 12.2.1 Pictures of selected project areas ....................................................................... 301

Figure 12.2.2 Land use map around the project area (1) .......................................................... 302

Figure 12.2.3 Land use map around the project area (2) .......................................................... 303

Figure 12.2.4 Conservation area around the project area ......................................................... 304

Figure 12.3.1 EIA process in Sri Lanka ................................................................................... 307

Figure 12.7.1 Image of Monorail System in Colombo ............................................................. 316

Figure 12.11.1 Secured Space for Monorail Alignment .......................................................... 329

Figure 12.11.2 Proposed Structure of GRC ............................................................................. 356

Figure 12.11.3 RAP Implementation Mechanism .................................................................... 357

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LIST OF TABLES

Table 1.1.1 List of the Members of the CoMTrans Steering Committee ..................................... 2

Table 1.1.2 List of the CoMTrans Steering Committee Meetings ............................................... 3

Table 1.1.3 Summary of Development Options for the Seven Corridors .................................... 9

Table 2.1.1 GRDP Forecast ........................................................................................................ 15

Table 2.2.1 Characteristics of Bus Priority System.................................................................... 28

Table 2.2.2 Specifications of Bus Priority System ..................................................................... 29

Table 2.2.3 Characteristics of Bus Rapid Transit (BRT) ........................................................... 30

Table 2.2.4 Specifications of Bus Rapid Transit (BRT) ............................................................ 31

Table 2.2.5 Characteristics of Automated Guideway Transit (AGT) ........................................ 35

Table 2.2.6 Specifications of Automated Guideway Transit (AGT).......................................... 36

Table 2.2.7 Characteristics of Monorail ..................................................................................... 37

Table 2.2.8 Specifications of Monorail ...................................................................................... 37

Table 2.2.9 Characteristics of Light Rail Transit (LRT) ............................................................ 38

Table 2.2.10 Specifications of Light Rail Transit (LRT) ........................................................... 39

Table 2.2.11 Characteristics of Mass Rail Transit (MRT) and Modernised Railway ................ 40

Table 2.2.12 Specifications of Mass Rail Transit (MRT) and Modernised Railway ................. 41

Table 2.2.13 Multi-Criteria Analysis on Mode Selection for Malabe Corridor ......................... 45

Table 3.1.1 Assumption of Gross Regional Domestic Products (GRDP) Growth ..................... 51

Table 3.1.2 Parameter Estimation Summary of Home-Based Work Purpose Model ................ 53

Table 3.1.3 List of Variables and Parameter Estimation Results of Home-Based Work Purpose Model

54

Table 3.1.4 List of Alternatives and Utility Function of Home-Based-Work Purpose Model ... 54

Table 3.1.5 Sample Size of SP Survey by Current Mode of Transport and Corridor ................ 55

Table 3.1.6 List of Modal Shift Model ....................................................................................... 56

Table 3.1.7 Parameter Estimation Summary of Car to Monorail Modal Shift Model ............... 56

Table 3.1.8 List of Variables and Parameter Estimation Results of Car-Monorail Model ........ 57

Table 3.1.9 List of Alternatives and Utility Function of Car-Monorail Modal Shift Model ...... 57

Table 3.1.10 Value of Time for Traffic Assignment .................................................................. 59

Table 3.1.11 Passenger Car Units for Traffic Assignment ......................................................... 59

Table 3.1.12 Average Number of Passengers for Traffic Assignment ....................................... 59

Table 3.1.13 List of Projects Included in the Public Transport Assignment Network ............... 62

Table 3.1.14 Service Level of Public Transport by Mode ......................................................... 64

Table 3.1.15 List of Projects Included in the Road Assignment Network ................................. 64

-xiii-

Table 3.1.16 Toll Setting of the Road Assignment Network ..................................................... 65

Table 3.1.17 Capacity and Velocity Settings Arterial Roads for Road Assignment .................. 66

Table 3.2.1 Summary of Demand Forecast Result ..................................................................... 67

Table 4.1.1 Criteria of Route Alignment and Station Location ................................................. 73

Table 4.2.1 List of Examined Options ....................................................................................... 75

Table 4.2.2 Comparison between WTC Station Location Options ............................................ 78

Table 4.2.3 List of Examined Options for National Hospital ~ Borella Section ........................ 80

Table 4.2.4 Comparison between Options for National Hospital St. ~ Borella St. Section ....... 83

Table 4.2.5 List of Examined Options for Borella ~ Welikada Section ..................................... 85

Table 4.2.6 Comparison between Options for Borella St. ~ Welikada Section ......................... 88

Table 4.2.7 List of Examined Options for Sethshiripaya ~ Malabe Section .............................. 90

Table 4.2.8 Comparison between Options for Sethshiripaya ~ IT Park Section ........................ 93

Table 4.2.9 List of Examined Options for Armour Street ~ Kelaniya Sectoin .......................... 96

Table 4.2.10 Comparison between Options for Armour Street ~ Kelaniya Sectoin ................ 100

Table 4.2.11 List of Examined Options for Line 2 .................................................................. 105

Table 4.2.12 Comparison between Options for Line 2 ............................................................ 111

Table 4.2.13 List of Examined Options for Kollupitiya Station .............................................. 115

Table 4.2.14 Comparison between Options for Kollupitiya Station ........................................ 117

Table 5.1.1 Monorail System ................................................................................................... 120

Table 5.1.2 Specifications of Rolling Stock ............................................................................. 121

Table 5.2.1 Passenger Demand at Peak Hour .......................................................................... 126

Table 5.2.2 Transportation Capacity ........................................................................................ 127

Table 5.2.3 Required Frequency .............................................................................................. 127

Table 5.2.4 Operation Headway ............................................................................................... 128

Table 5.2.5 Travel Time ........................................................................................................... 128

Table 5.2.6 Turn Back Time .................................................................................................... 129

Table 5.2.7 Round Trip Time ................................................................................................... 129

Table 5.2.8 Number of Trains .................................................................................................. 131

Table 5.2.9 Rolling Stock Procurement Plan ........................................................................... 131

Table 5.2.10 Classification of Rolling Stock Maintenance ...................................................... 134

Table 5.2.11 Facilities of Depot ............................................................................................... 138

Table 5.2.12 Number of Rolling Stock .................................................................................... 139

Table 5.2.13 Required Number of Tracks for Depot and Workshop ....................................... 139

Table 5.3.1 Bridge Design Standards Prevailing in Sri Lanka ................................................. 142

Table 5.3.2 Axle Loads and Values ......................................................................................... 144

-xiv-

Table 5.3.3 Spans used when Impact Coefficients are Required ............................................. 144

Table 5.3.4 Design Specification ............................................................................................. 148

Table 5.3.5 Comparison of Platform Type ............................................................................... 155

Table 5.3.6 Station Facilities .................................................................................................... 158

Table 5.3.7 Typical Construction Sequence and Schedule for One Pier .................................. 174

Table 6.1.1 Project Summary ................................................................................................... 205

Table 6.2.1 Project Cost Estimation ......................................................................................... 207

Table 6.2.2 Cost Breakdown for the Traction Substation (Detail. A) ...................................... 208

Table 6.2.3 Cost Breakdown for the Track Switches (Detail. B) ............................................. 209

Table 6.2.4 Cost Breakdown for the Civil Work (Detail. C) ................................................... 210

Table 6.2.5 Table for Steel Bridges .......................................................................................... 211

Table 6.2.6 Cost Breakdown for Stations and AFC System Development Fee (Detail. D) ..... 212

Table 6.2.7 Cost Breakdown for the Building and Civil work in the Depot (Detail. E) .......... 213

Table 6.2.8 Cost Breakdown for the Equipment for Depot Inspection (Detail. F) .................. 214

Table 6.2.9 Total Project Cost of the Monorail ........................................................................ 215

Table 6.3.1 Procurement Ratio from Japan .............................................................................. 216

Table 7.1.1 Comparison Chart for Packaging Options ............................................................ 217

Table 7.1.2 General Conditions for Implementation Schedule ................................................ 218

Table 7.1.3 Packages for Draft Implementation Schedule ....................................................... 219

Table 8.1.1 Transport Administrative Structure by Transport Mode ....................................... 223

Table 8.1.2 Functional Responsibilities of Transport related Institutions ................................ 224

Table 8.2.1 STC Tasks and Duties ........................................................................................... 230

Table 8.2.2 Type of Contract ................................................................................................... 234

Table 8.2.3 Tasks & Duties Matrix for Maintenance ............................................................... 244

Table 8.4.1 Manpower Breakdown for SKYTRAIN ............................................................... 250

Table 8.4.2 Average Salaries for Different Staffing Categories .............................................. 250

Table 8.4.3 Data of spare parts cost for selected Monorail Systems in Japan (2010) .............. 251

Table 8.4.4 Operation & Maintenance Cost ............................................................................. 251

Table 8.4.5 Comparison with Existing Monorail Systems (mil. USD) .................................... 252

Table 9.2.1 Concepts of All Monorail Stations ........................................................................ 255

Table 9.3.1 Future Bus Demand (2035) ................................................................................... 260

Table 9.3.2 Malabe MMC access/egress Functional Requirements (2035) ............................. 260

Table 9.5.1 Gross Floor Area ................................................................................................... 268

-xv-

Table 9.5.2 Summary of the Estimated Construction Cost of MMC Malabe .......................... 269

Table 9.5.3 Gross Floor Area of the P&R Stations .................................................................. 271

Table 9.5.4 Summary of the Estimated Construction Cost of the P&R Stations ..................... 272

Table 10.3.1 Unit Vehicle Operating Cost for Economic Analysis ......................................... 276

Table 10.3.2 Hourly Value of Time by Income Group ............................................................ 277

Table 10.3.3 Time Value of Freight Vehicles .......................................................................... 277

Table 10.3.4 Assumptions on Accident Loss ........................................................................... 278

Table 10.3.5 Carbon Dioxide Emission Factor by Vehicle Type............................................. 278

Table 10.4.1 Economic Cost and Benefit Stream .................................................................... 280

Table 10.4.2 Sensitivity Analysis Results ................................................................................ 281

Table 10.5.1 Transfer Time between each Transport Mode .................................................... 283

Table 10.5.2 Transfer Demand in 2020, 2025 and 2035 (pax./day) ......................................... 284

Table 10.5.3 Economic Cost and Benefit Stream .................................................................... 286

Table 10.5.4 Sensitivity Analysis Results ................................................................................ 287

Table 11.3.1 Estimation of Revenue except Fare Revenue ...................................................... 290

Table 11.5.1 The Case of Government Operation .................................................................... 292

Table 11.5.2 The Case of Public Corporation Operation (the Cash Flow of Public Corporation)294

Table 11.5.3 The Revenues from MmTH and Mall-1 .............................................................. 295

Table 11.5.4 The Case of Public Corporation Operation with the Revenue from Monorail and MmTH

(with Mall-1) (the Cash Flow of Public Corporation) ............................................................... 297

Table 12.1.1 Sections of the route traverses through the Divisional Secretariat Divisions ..... 300

Table 12.5.1 A Result of Environmental Scoping for the Proposed Project ............................ 310

Table 12.6.1 Survey mythology for each item ......................................................................... 313

Table 12.8.1 Environmental Management Plan (EMP) ........................................................... 318

Table 12.9.1 Monitoring plan for construction and operational stages .................................... 325

Table 12.11.1 Other Main Facilities associated with the Monorail ......................................... 330

Table 12.11.2 Affected Divisional Secretary Divisions and Grama Niladhari Divisions ........ 330

Table 12.11.3 Gap Analysis of Sri Lankan Laws and JICA Policies (WB.OP.4.12) ............... 334

Table 12.11.4 Summary of Impacts on Lands, Structures and People by the Project*1 .......... 341

Table 12.11.5 Distribution of Household Heads by Monthly Income ..................................... 342

Table 12.11.6 Distribution of Business Owners by Age and Gender ...................................... 343

Table 12.11.7 Distribution of Business Employees by Age ..................................................... 343

Table 12.11.8 Distribution of Business Owners by Monthly Income ...................................... 344

Table 12.11.9 Distribution of Paddy Land Owners by Age and Gender ................................. 344

-xvi-

Table 12.11.10 Distribution of “Ande” (tenant) Farmers by Age and Gender ........................ 345

Table 12.11.11 Distribution of Paddy Land Owners and “Ande” (tenant) Farmers by Monthly Income

345

Table 12.11.12 Number of Vulnerable Households ................................................................. 346

Table 12.11.13 Total Affected Structures and Land (by Land Use) ........................................ 347

Table 12.11.14 Affected Private Land (Highland: Residential, Commercial and Other Land) 347

Table 12.11.15 Affected Private Land (Paddy Land)*1 .......................................................... 348

Table 12.11.16 Affected Structure (Private) ............................................................................ 348

Table 12.11.17 Structure Type ................................................................................................. 349

Table 12.11.18 Affected Area by Structure Type .................................................................... 349

Table 12.11.19 Project Entitlement Matrix .............................................................................. 350

Table 12.11.20 Institutional Responsibilities in the Resettlement Process .............................. 356

Table 12.11.21 RAP Implementation Schedule ....................................................................... 358

Table 12.11.22 Cost Estimation for Land Acquisition and Resettlement ................................ 359

Table 12.11.23 Summary of Awareness Programs .................................................................. 361

-xvii-

LIST OF ABBRIVIATIONS

Abbreviation Official Name

ABRS Automated Bus Recognition System

AC Alternating Current

ADB Asian Development Bank

AFCS Automatic Fare Collection System

AG Automatic Gates

AGT Automated Guideway Transit

APAS Automated Paging and Announcement System

API Application Program Interface

ASHRAE American Society of Heating, Refrigerating and

Air-Conditioning Engineers, Inc.

ATO Automatic Train Operation

ATP Automatic Train Protection

B/C Benefit-Cost Ratio

BLT Build Lease Transfer

BMS Building Management System

BOD Biological Oxygen Demand

BOOM Build, Own, Operate and Maintain

BRT Bus Rapid Transit

CCTV Closed Circuit Television

CMA Colombo Metropolitan Area

CMC Colombo Municipal Council

CoMTrans Urban Transport System Development Project for Colombo

Metropolitan Region and Suburbs

CTS Centralised Ticketing System

DMT Department of Motor Traffic

DNP Department of National Planning

DVR Digital Video Recording

E&M Electro-Mechanical Installations

EIA Environmental Impact Assessment

EIRR Economic Internal Rate of Return

EPS Electrical Pipe Shaft

E/S Engineering Services

ESB Emergency Stop Button

FIRR Economic Internal Rate of Return

FRP Fiber Reinforced Panels

HCC Hub Command Centre

-xviii-


HNB Hatton National Bank

HOS Hub Operation System

IC Integrated Circuit

ICB International Competitive Bidding

ICT Information and Communication Technologies

IDF Intermediate Distribution Frame

IEC International Electrotechnical Commission

IK Information Kiosk

IOS International Organization for Standardization

IR Infra-Red

IT Information Technology

JFB Japanese Friendship Bridge

KPI Key Performance Indicators

LA Local Authority

L/A Loan Agreement

LAN Local Area Network

LCD Liquid Crystal Display

LED Light-Emitting Diode

LRT Light Rail Transit

MCA Multi-Criteria Analysis

MDF Main Distribution Frame

MMC Multi-Modal Transport Centre

MmTH Multi-Modal Transport Hub

MOT Ministry of Transport

MRG Minimum Revenue Guarantee

MRT Mass Rapid Transit

NFCIP Near Field Communication Interface and Protocol

NFPA National Fire Alarm and Signalling Code

NMS Network Management System

NPV Net Present Value

NTC National Transport Commission

O&M Operation & Maintenance

OCC Operation Control Centre

ODA Official Development Assistance

OEMs Original Equipment Manufacturers

PA Public Address

PA Public Announcement

P&R Park and Ride

-xix-


PC Personal Computer

PGMS Parking & Guidance Management System

PIDS Public Information Display System

PIS Passenger Information Systems

PMU Project Management Unit

PPHPD Passengers per Hour, per Direction

PPP Public Private Partnership

PRDA Provincial department of road development

RDA Road Development Authority

RPTA Road Passenger Transport Authority

SCADA Supervisory Control And Data Acquisition

SHETC Southern Highway Extension Towards Colombo

SIL Severity Integrity Level

SKYTRAIN Integrated Transport System with Monorail

SLR Sri Lanka Railways

SLTB Sri Lanka Transport Board

STC SKYTRAIN Corporation

SMA Sri Lanka Mass Transit Authority

SOP Standard Operating Procedure

TDM Transport demand management

TOD Transit Oriented Development

TTC Travel Time Cost

TVM Ticket Vending Machines

UDA Urban Development Authority

VAC Ventilation and Air Conditioning

VGF Viability Gap Funding

VOC Vehicle Operating Cost

VVVF Variable Voltage Variable Frequency

WSDB National Water Supply & Drainage Board

WTC World Trade Centre

WWTP Waste Water Treatment Plant

VMF Value For Money

Preparatory Survey for New Integrated Urban Public Transport System Introduction Project

Final Report

Executive Summary


Final Report, Executive Summary

Executive Summary-1

CHAPTER 1 Introduction

1.1 Background

In the Colombo Metropolitan Area1, which consists of Colombo Municipal Council (CMC) and adjacent areas, current traffic congestion becomes serious during morning and evening peaks within and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due to the anticipated increasing demand if appropriate countermeasures are not taken. Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers, insufficient capacity of public transport and poor enforcement of traffic rules aggravate the situation.

In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in 2035. It is also expected that the GRDP per capita is expected to increase to approximately 2.5 times of 2010 level. Therefore, in line with the economic growth, the share of income group with equal to or more than LKR 8,000,000 will be majority in 2035. This means that a number of people is affordable to purchase a passenger car.

In order to develop an efficient urban transport network and promotion of a reliable and safe transport system, the objectives of the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are:

• To prepare reliable transport data that can be utilised to evaluate and formulate transport development plans/projects in a scientific manner by conducting an area-wide transport survey.

• To formulate a comprehensive Urban Transport Master Plan for the Colombo Metropolitan Area including the six transport corridors prioritised by the Ministry of Transport with justification of selected priority/leading projects for short-term, mid-term, and long-term implementation.

• To conduct a feasibility study on the prioritised projects under the comprehensive urban transport master plan.

The CoMTrans project commenced in August 2012 and the urban transport master plan was proposed and discussed with the relevant government agencies including a series of Steering Committee meetings. The CoMTrans master plan proposed four goals for urban transport system development in CMA.

• Equity in Transport to All the Members of Society

• Efficiency in Transport Systems to Support Economic Activities

1 The CoMTrans urban transport master plan defines the area under the following Divistional Secretariat Divisions; Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura, Bandaragama and Kalutara.



Executive Summary-2

• Environmental Impact and Health Promotion Related to Transport

• Traffic Safety and Security in Transport

To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to promote health, and 4) to reduce transport accidents and to improve security.

Taking various factors into consideration such as current and future transport volume, degree of traffic congestion, accessibility to public transport, size of investment, public transport network development, urban planning perspective and economic and financial viability; the Steering Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has decided to focus on;

1. Monorail system for Malabe Corridor,

2. Multi-modal transport facilities,

3. Park and Ride facilities (P&Rs) at the monorail stations.

The Committee also named this package of projects as the “Integrated Transport System with Monorail, SKYTRAIN” with a view to the first elevated transport system on the Island. While each single component of the “SKYTRAIN” project might not be sufficient to significantly improve public transport ridership, this package mutually benefits each component by improving the convenience of the public transport system as a network. In this study, the feasibility study of the SKYTRAIN project is undertaken.

Source: SKYTRAIN Study Team

Figure 1.1.1 Components of SKYTRAIN Project



Executive Summary-3


Figure 1.1.2 Images of SKYTRAIN Project (Monorail)

1.2 Scope of the Feasibility Study

In order to achieve the SKYTRAIN project, the feasibility study shall cover the following components according to the Record of Discussions of the CoMTrans project:





5) Conduct EIA



This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical, economic, financial and environmental perspectives.



Executive Summary-4

CHAPTER 2 Outline of Monorail System

2.1 Corridor and Mode Selection

Why Malabe Corridor?

The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified.

With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table 2.1.1.

A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration.

Table 2.1.1 Summary of Development Options for the Seven Corridors

Note: “Modernized” includes electrification, double tracking, improvement of signalling and telecommunication, procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the railway can significantly improve railway capacity.

Source: CoMTrans



Executive Summary-5

1. The Highest Demand

Malabe Corridor connecting Colombo Municipal Council (CMC), Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. As a result, travel speed on the corridor is 14 kilometres per hour during peak period at the boundary of CMC.

13.8

15.9

19.5

16.5

14.715.6

13.8

5.3 5.4

6.7

5.16.2 6.2 6.2

2.5 2.63.4

2.43.0 3.1 3.0

0.7 0.7 1.1 0.7 0.8 0.9 0.9

0.0

5.0

10.0

15.0

20.0

Malabe Kandy Negombo Low

Level

High

Level

Horana Galle

2013

2020

2025

2035

km/h

8.0 km/h

Average speedat peak hour

Average speedat peak hour on corridor 15~20km from Fort

est.

est.

est.

To Kaduwela

via MalabeTo Kadwatha To KaduwelaTo Ja Ela To Kottawa To Peliyandala To Moratuwa

9.3 km/h

14.5 km/h

10.9 km/h

9.0 km/h

10.6 km/h

8.4 km/h

Malabe5 percentile peak hour speed

Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario).

Figure 2.1.1 Peak Hour Travel Speed of Major Transport Corridors

2. Corridor without a Transit System with Urban Development Projects

It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport.



Executive Summary-6

Why Monorail?

For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. The scheduled speed and passenger capacity of public transport modes is shown in Figure 2.1.2. The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3 of the main report. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in 2035.

The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in 2035. Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed.

0

10,000

20,000

30,000

40,000

50,000

0 10 20 30 40

Mass Rapid

Transit (MRT)

elevated or

underground

Monorail

Light Rail Transit (LRT)

Scheduled speed (km/h)

Passengers per hour, per direction (PPHPD)

Automated

Guideway Transit

BRT (AGT)

Bus Priority

System

2035 forecasted demand

2025

2020

Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand.


Figure 2.1.2 Scheduled Speed and Passenger Capacity of Public Transport Modes

The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width.



Executive Summary-7

The selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided.

Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail.

Capacity and speed of Light Rail Transit (LRT) is almost the same as the monorail and matches the forecast demand of Malabe corridor. However, LRT has several drawbacks compared with a monorail. Due to LRT’s characteristics of 3.5% maximum gradient and slab structure, it might require more land acquisition for installation in addition to station sections. Although initial investment and operation and maintenance cost are almost the same as the other systems, the slab structure will affect the aesthetics of the landscape along the corridor. Daylight also will be interfered with. As LRT uses steel rails and tires, noise level is higher than a rubber tire and concrete rail system.

Since both the elevated mass rapid transit (MRT) system and the light rail transit (LRT) system are steel rail-based modes of transport, physical characteristics such as daylight interference, aesthetic concerns and noise are common in general. As MRT has a higher capacity and speed compared with LRT, initial cost is higher than LRT. Considering the forecast demand in 2020 (8,000 PPHPD) and in 2025 (9,000 PPHPD), MRT capacity of 18,000 – 60,000 PPHPD can be an excessive investment as initial cost is generally higher than LRT. Land acquisition also will be essential due to the larger minimum curve radius (roughly 100-200m) and smaller maximum gradient of 3.5%.

Underground MRT is designed to avoid the disadvantages of the elevated and ground level structures such as daylight interference, aesthetic concerns, noise and land acquisition. The underground structure without level crossings allows high speed train operations. Capacity is the same as the elevated MRT where demand of 2020 and 2025 is far less than the capacity. The most significant point to be considered, is the huge initial investment. Underground structures can cost more than double or three times that of elevated.

In summary, the bus priority system, bus rapid transit (BRT) and underground mass rapid transit were screened out due to clearly negative aspects such as capacity, land acquisition and cost. Among the four modes of transport, monorail was selected for various aspects such as less impact on daylight and landscape due to simple beam structure, minimum land acquisition and



Executive Summary-8

appropriate capacity, cost and scheduled speed as shown in the multi-criteria analysis results of Table 2.1.2.

Table 2.1.2 Multi-Criteria Analysis on Mode Selection for Malabe Corridor

System Require

ment

Bus

Priority

System

BRT AGT Monorail LRT MRT -

Elevated

MRT - Underground

Capacity* 6k (‘20) 7k (’25) 22k (‘35)

--- (-10k)

-- (3-13k)

- (4-20k)

+ (7-30k)

+ (7-30k)

-- (18-60k)

-- (18-60k)

Scheduled

Speed

30km/h

-- (10-20 km/h)

- (15-25 km/h)

0 (20-30 km/h)

++ (20-40 km/h)

++ (20-40 km/h)

++ (30-40 km/h)

++ (30-40 km/h)

Land

Acquisition

Nearly 0

+++ (no

acquisition)

--- (along roads)

+ (only

stations)

+ (only

stations)

- (station & some roads)

-- (station & curve

sections)

++ (station exit

only)

Stop

Spacing

0.5 – 1.0 km

+ 0.3 – 1 km

+ 0.5 – 1 km

+ 0.5 – 1 km

+ 0.5 – 1 km

+ 0.3 – 1 km

- 1.5 – 2 km

- 1.5 – 2 km

Initial Cost N/A

+++ (USD ~1 M/km)

+++ (USD 2 M/km)

- (USD 30-60 M/km)

- (USD 30-60 M/km)

-- (USD 35-60 M/km)

-- (USD 45-60 M/km)

--- (USD 90-100 M/km)

O&M Cost N/A

N/A

0 (USD 1.3 / car-km) ($0.03 per

pax.)

- (USD 2.0 / car-km)

($0.04 per pax.)

0 (USD 2.5 / car-km) ($0.03 per

pax.)

- (USD 4.0 / car-km)

($0.04 per pax.)

0 (USD 5.0 / car-km) ($0.03 per

pax.)

0 (USD 5.0 / car-km) ($0.03 per

pax.)

Daylight

Interference

Minimum Interferen

ce

+++ (Not at all)

+++ (Not at all)

-- (Pier & Slab)

- (Pier & Beam)

-- (Pier & Slab)

-- (Pier & Slab)

+++ (Not at all)

Aesthetic

Concern

Minimum Concern

+++ (No

Concern)

++ (Station only)

-- (Pier & Slab)

- (Pier & Beam)

-- (Pier & Slab)

-- (Pier & Slab)

+++ (Not at all)

Noise Minimum Noise

-- (Rubber Tire & Engine)


- (Rubber Tire)

- (Rubber Tire)

-- (Steel Rail & Tire)


+ (No noise to

ground level)

Total

Evaluation

Not Suitable

due to ---

Not Suitable

due to --- 2 1 2 3

Not Suitable due to

---

Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1,000.

+++ Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative

++ Clearly Positive N/A No Information -- Clearly Negative

+ Slightly Positive - Slightly Negative




Executive Summary-9

2.2 Route and Passenger Demand

Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure 2.2.1.

The demand forecast methodology is in line with the CoMTrans urban transport master plan. The CoMTrans master plan employed a four-step method which is empirically proven methodology with a number of applications in many countries. As a monorail is a new transport mode for Sri Lanka, a Stated preference (SP) survey was conducted. A stated preference survey is a survey method which requires respondents to indicate their preference in a certain fictive condition such as transport mode choice with a monorail system in the future.


Figure 2.2.1 Proposed Route of SKYTRAIN Project

Based on the estimated daily passenger volume, peak hour sectional passenger volume was estimated assuming eighteen percent peak ratio. The estimated results of the transport demand for the monorail are summarised in Table 2.2.1. Daily passengers and passenger kilometres are expected to drastically increase by 2035 due to urban development projects along the corridor and improvement of public transport network.



Executive Summary-10

Table 2.2.1 Summary of Demand Forecast Result

Indicator 2020 2025 2035

PPHPD of Line 1

Peak passenger per hour per direction at max. section

7,800

at Union Place – National Hospital

9,200

at Union Place – National Hospital

16,800

at National Hospital – Punci Borella

PPHPD of Line 2

1,300

at Dharmapala Mawatha –

National Hospital

1,500


National Hospital

4,100


National Hospital

Daily Passengers

in total monorail network

307,000 379,000 700,000

Daily Passenger-kilometres

in total monorail network

1,190,000 1,480,000 2,840,000


Peak hour traffic volumes in 2020 and 2035 are shown in Figure 2.2.2 and Figure 2.2.3 respectively.

WTC

Fort

Malabe

Borella

Kotahena

Maradana

Town Hall

RajagiriyaKollupitiya Lumbini Temple

Punchi Borella

Sebastian Canal

Bandaranayake Mw

Palan Thuna Junc.

1300

5600

4800

5300

3800

2700

5100

6100

5900

62007800

2000

3200

5800 5400

2700

5600

1300

5300

5800

4500

5500

6200


Figure 2.2.2 Peak Hour Passenger Volume per Direction in 2020 (Stage 1)

IT Park

IT Park

National

Hospital




WTC

Fort

Malabe

Borella

Kotahena

Maradana

Town Hall

Rajagiriya

Kollupitiya Lumbini Temple

Punchi Borella

Sebastian Canal

Bandaranayake Mw

Palan Thuna Junc.

4100

1100012000

15700

6100

5700

25004700

5400

10500

15300

13300

14100

16800

14000

15800

13000

16100

13800

10700

6100

15300

16400

11900


Figure 2.2.3 Peak Hour Passenger Volume per Direction in 2035 (Stage 1)

Boarding and alighting passenger volume by station and sectional passenger volume during peak hour in 2020 is shown in Figure 2.2.4.

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

Ko

tah

en

a

Arm

ou

r S

tre

et

Se

ba

stia

n C

an

al

Ma

rad

an

a

Tra

nsp

ort

Ce

ntr

e

Fo

rt

WT

C

Sla

ve

Isl

an

d

Un

ion

Pla

ce

Na

tio

na

l H

osp

ita

l

Pu

nch

i B

ore

lla

Bo

rell

a

Co

tta

Ro

ad

We

lik

ad

a

Ra

jag

iriy

a

Diy

aw

an

na

La

ke

Se

thsi

rip

ay

a

Ba

tta

ram

ull

a

Pa

lan

Th

un

a

Ro

be

rt G

un

aw

ard

en

a…

Lum

bin

i T

em

ple

Ta

lah

en

a

Ma

lab

e

IT P

ark

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

Kotahena

Arm

our Street

Sebastian Canal

Maradana

Transport Centre

Fort

WTC

Slave Island

Union Place

National Hospital

Punchi Borella

Borella

Cotta Road

Welikada

Rajagiriya

Diyaw

anna Lake

Sethsiripaya

Battaramulla

Palan Thuna

Robert…

Lumbini Tem

ple

Talahena

Malabe

IT Park

Alighting

Boarding

Section Volume

Passengers per hour per direction


Note: “Robert…” is “Robert Gunawardena Mawatha” station.

Figure 2.2.4 Peak Hour Passenger Loading by Station in 2020 (Stage 1)

IT Park

National Hospital




2.3 Monorail System and Structure

Proposed system is straddle type monorail system proven in 5 cities in Japan; 2 cities in the USA; Chongqing, People’s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia.

Rolling stock straddle on reinforced concrete beam and rubber tire is used for running gear. Therefore higher ride quality and steeper gradient is expected than steel rail and steel wheel system. Running wheels are installed under the car body and those wheels are running on the top of the concrete beam. Guide wheels are installed at the lower portion of the car to hold the beam at both side and they will support and guide the vehicle. Traction power is supplied by power rail installed at both side of concrete beam.

Figure 2.3.1 indicates the outline of the monorail and Figure 2.3.2 indicates the image of the monorail. Furthermore, the outline of proposed monorail system and salient features of the rolling stock are summarised in Table 2.3.1 and Table 2.3.2 respectively.

Running Wheel Guide Wheel

Stabilizing Wheel

Power Rail

Rolling Stock

Track Beam

Daegu, Korea Manufactured by Japanese Monorail Company


Figure 2.3.1 Outline of Monorail

Source: Hitachi Ltd.

Figure 2.3.2 Image of Monorail

Table 2.3.1 Monorail System

No. Item Specification

1 Type Straddle type monorail

2 Width of track 850mm

3 Minimum curve radius 60m (50m at depot)

4 Maximum gradient 6%

5 Distance between track centre 3.7m

6 Platform length 65m




7 Power supply DC 1500V, Third Rail

8 Maximum axle load 11t

9 Train consist 4 car

10 Length of train Approx. 60m

11 Signalling system ATP, ATO, OCC

12 Telecommunication system Telephone system, Passenger Information System, Public

address system, Radio system, CCTV,


Table 2.3.2 Specifications of Rolling Stock

No. Item Specification

1 Train formation 4 car Mc-M-M-Mc

2-1 Dimensions Length Lead car 14,800mm

2-2 Inter mediate car 13,900mm

2-3 Train length 60,200mm

2-4 Width 3,000mm

2-5 Height 5,200mm

3-1 Weight Tare load 26.1 t

3-2 Maximum Axle load 11 ton

4-1 Performance Maximum speed 80km/h

4-2 Acceleration 0.97m/s2 (3.5km/h/s)

4-3 Deceleration Emergency brake 1.11 m/s2 (4.0km/h/s)

4-4 Maximum service brake 1.25 m/s2 (4.5km/h/s)

5-1 Running gear

Bogie Air suspension bolsterless bogie

5-2 Running wheel Tubeless tire

5-3 Driving device Right angle Cardan driving device

6 Traction control VVVF inverter

7 Traction motor Squirrel-cage three phase induction motor

8 Brake system Electric command air brake with regenerative brake and load compensating control

9-1 Passenger door

Type Bi-parting slide door

9-2 Number 2 per side per car

10-1 Air conditioning system

Type Roof top air conditioning unit

10-2 Number 2 per car

11 Auxiliary power supply Static inverter

11 Passenger capacity 200 passengers per train





2.4 Train Operation Plan

The monorail system consists of two lines namely Line 1 from Kotahena to IT Park and Line 2 from National Hospital to Kollupitiya. Figure 2.4.1 shows the routes of the monorail.


Figure 2.4.1 Track Layout of the Monorail

Based on demand forecast and transportation capacity described above, required headway of peak hour at each milestone year was estimated and required number of rolling stock based on train diagram in peak hour is calculated. Table 2.4.1 shows the planned headway and required number of trains.

Union Place Slave Island WTC

Fort Transport Centre

Borella Cotta Road

National Hospital Panchi Borella

Dharmapala Mawatha Kollupitiya

Battaramulla

Sethsiripaya Diyawananna Lake Rajagiriya Welikada

Palan Thuna

Robert Gunawardena Mawatha Lumbini Temple Talahena Malabe

Depot

Kotahena Armour Street Cebastian Canal Maradana

IT Park




Table 2.4.1 Number of Trains

Year 2020～2024 2025～2029 2030～

Line Line 1 Line 2 Line 1 Line 2 Line 1 Line 2

Headway (min.) 6 8 4 8 3 8

Trains / hour 10 7.5 15 7.5 20 7.5

Number of trains in operation 19 2 29 2 38 2

Reserved Trains 3 4 4

Total Number of Trains 24 35 44


2.5 Multi-modal Transport Facilities and P&R Facilities

Figure 2.5.1 illustrates the function of a MMC and the locations of the MMCs and P&R facilities.


Figure 2.5.1 Concept of MMC and Locations of MMC and P&R Facilities

Multi Modal Centres (MMC) are proposed in suburban areas. In the case of the Monorail, Malabe Station is selected for the first phase. They are the transferring stations for feeder buses from the surrounding areas, railway passengers, and passenger cars traveling to the monorail in order to get to central areas of Colombo easily. This contributes to ease the traffic congestion from the existing roads. It is also encourages developing the area as Transit Oriented Development (TOD).

Park and Ride (P&R) facilities are car parks with connections to public transport that allow passengers to leave their vehicles and transfer to public transport. This encourages using the




Monorail and reducing the number of vehicles on the roads. Welikada, Sethsiripaya, and Lumbini Temple stations are selected for the concept design, due to land availability and necessity for such P&R function.

The layout plans are shown in Chapter 9 of the main report.

2.6 Cost Estimation and Implementation Schedule

(1) Cost Estimation of the Monorail System

Regarding the stage-1 of monorail system under the SKYTRAIN project (Line 1: Kotahena ~ IT Park, Line 2: National Hospital ~ Kollupitiya), the total project cost that includes construction, physical contingencies, price escalation ant others is estimated at JPY 160,126 million as shown in Table 2.6.1.

Table 2.6.1 Total Project Cost of the Monorail

Unit: million

Breakdown of Cost

Foreign Currency

Portion

(million JPY)

Local Currency

Portion

(million LKR)

Total

(million JPY)

Civil Package 1

(Superstructure)16,227 12,455 25,946

Civil Package 2

(Substructure and Station)6,219 21,860 23,276

Civil Package 3

(Substructure, Station and Depot)4,812 25,129 24,419

E & M 52,834 5,954 57,480

sub-total 80,093 65,398 131,121

Price Escalation 6,989 5,561 11,328

Physical Contingency 4,354 3,548 7,122

Consulting Services 6,070 5,748 10,555

Total 97,506 80,255 160,126

Note: The total cost is excluding cost for utility diversion, land acquisition, administration cost, value added tax, import tax, interest during construction, and front end fee. Land acquisition cost is mentioned in Chapter 12 of the main report.


(2) Implementation Schedule of the Monorail System

This monorail project will be divided into three stages categorised as the Design Phase, Tender Phase and Construction Phase, the latter of which includes Construction, Commissioning Testing, Trial Running, and Operational Testing. In general, the implementation schedule will be planned




in consideration of the following two conditions “a) condition of contract for construction (method of ordering system)”, and “b) construction package”.

The implementation plan is established based on the month/year for the milestones of key events of the Project. The plan includes the stages for detailed design, tender procedure and construction work. The construction period was estimated as 4 years in Figure 2.6.1.

Consulting Work / Tender for

ConstructionConstruction / Commissioning Test, Trail Running, Operation Training

Note

Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9

① Selection of Consultant

⑤ Utility Diversion Non-eligible portion

②

Basic Design / Tender Preparation for Rolling Stock and

SystemYellow Book

Selection of Contractor for Rolling Stock and System

③

Basic Design for Civil

Red BookDetailed Design / Adjustment Design / Tender Preparation

for Tender of Civil

Selection of Contractor for Civil

⑥

Civil Package 1 (Superstructure)

Mobilization Work / Casting Yard Arrangement

Track Beam InstallationTraff ic restriction for track beam

installation (33-months)

16 stations include National Hospital station

Area 8.34 ha, depot w ith artif icial ground

(concrete slab)

Foundation & Column (9.1km)Traff ic restriction for foundation & column

(24-months)

Station Facilities and Equipment

Station Facilities and Equipment

Civil Package 3 (Substructure, Stations and Depot)

Traff ic restriction is required (for w orking

at height, stock yard on the road)

Traff ic restriction is required (for w orking

at height, stock yard on the road)

Civil Package 2 (Substructure and Stations)

Foundation & Column (14.1km)Traff ic restriction for foundation & column

(33-months)

Mobilization Work

Tuition & On the Job Training, Trail Running, Operation

Training

10 stations

Depot

E&M System and Rolling Stock

Traction Substation, Pow er Line

Signaling, Telecommunication, Train Operation

Management System

Rolling Stock

Track Beam Production

Mobilization Work

Note: * The “Standard Bidding Documents under Japanese ODA Loans, Procurement of Works” (JICA SBD (Works) are based on the “Conditions of Contract for Construction for Building and Engineering Works Designed by the Employer, Multilateral Development Bank (MDB) Harmonised Edition”, June 2010 (FIDIC Pink Book) and the “Conditions of Contract for Plant and Design Build For Electrical and Mechanical Plant, and For Building and Engineering Works, Designed by the Contractor”, First Edition 1999 (FIDIC Yellow Book) by the International Federation of Consulting Engineers (FIDIC).


Figure 2.6.1 Draft Implementation Schedule

It is assumed that International Competitive Bidding (ICB) is applied for procurement of the contractor and consultant for the Project. The time required for the procurement is assumed based on average actual time taken in Japanese ODA projects in Sri Lanka. The milestones for the implementation of the Project undertaken by a Japanese ODA Loan are formulated as follows:

• About 10 months will be required for the selection of a consultant for the detailed design, tender assistance and construction supervision.

FIDIC Yellow Book

JICA SBD (Works)




• The period for preliminary and detailed design will be 24 months.

• 12 months will be required for the procurement of a contractor.

• Construction period will be 48 months.

The total implementation schedule will begin with the L/A, and the construction will be completed by the end of 8th year. Assumptions for the project implementation schedule, in particular for construction are mentioned below.

1. All land acquisition must be completed before the construction work

2. All obstructions (including buried structures) must be replaced or removed before the construction work

3. Counter measures for public roads, such as securing the construction yard and single lane traffic are required during construction work. (Prior consultation with relevant authorities is needed)

4. In the case that the Contractor requests design modification of the detail design, an immediate approval is required by the Employer (Sri Lanka Government) based on the JICA SBD (Works).

5. In the case that the schedule (Figure 2.6.1) is requested to be shortened, the cost of construction (by the Contractor) and construction management (By the Consultant) will increase.

6. Since this construction will be within the Colombo city area, it is necessary that the Employer (Sri Lanka Government) provide the construction yard or any public land as and when required.

7. In the case that requests other than No.1-6 mentioned above is made, an immediate response for approval by the Employer (Sri Lanka Government) is required

(3) Cost Estimation of MMC and P&R facilities

The construction costs of MMC Malabe and P&R Facilities are estimated and summarised in Table 2.6.2 and Table 2.6.3 respectively.

Table 2.6.2 Summary of the Estimated Construction Cost of MMC Malabe

Item Cost per

sqm (YEN) Amount (th. YEN)

STEP (th. YEN)

Note

Total Construction Cost 131,608 3,317,041 496,000 15%

Total Floor Space: 25,204 sqm

A. Direct Construction Cost 106,878 2,693,762 0 0% Incl. Architectural Works, Facilities Works, and Other Works.

B. Indirect Construction Cost 14,520 365,956 0 0% Incl. Common Temporary Costs and Filed Expenses.

C. Administrative Expenses 10,210 257,322 0 0%

(Direct Construction Cost + Common

Temporary Cost + Field Expenses) x 8.41%. Based on Architectural Construction Cost Standard of MLIT





Table 2.6.3 Summary of the Estimated Construction Cost of the P&R Stations

Item

Amount (th. YEN)

Note Welikada

Lunbini Temple

Sethsiripaya

I. Architectural Construction Cost A+B+C

238,234 220,678 245,876 Total Floor Space: 28,104 sqm

A. Direct Construction Cost 193,469 179,213 199,676 Incl. Architectural Works, Facilities Works, and Other Works.

B. Indirect Construction Cost 26,284 24,346 27,126 Incl. Common Temporary Costs and Filed Expenses.

C. Administrative Expenses 18,481 17,119 19,074

(Direct Construction Cost + Common Temporary Cost + Field Expenses) x 8.41%, Based on Architectural Construction Cost Standard of MLIT


2.7 Institutional Arrangement and Operation & Maintenance

The Implementing and Operating Agency (Agency/Corporation)

The SKYTRAIN would be the first urban mass transit project in Colombo, and even in the entire Sri Lanka. The operating organization is recommended to be a newly established under the umbrella of the future Sri Lanka Mass Transit Authority (SMA), also under the MOT and supported by central Government. This section describes the organization plan of SKYTRAIN Corporation (STC)

2 in terms of its positioning, role and responsibility as Railway Operator & Implementing Agency (or Corporation), and indicates those responsibilities and tasks that could be given in concession according to the type of PPP scheme, if any, adopted during the implementation of the SKYTRAIN.

Operation and Maintenance (O&M) Cost for SKYTRAIN

The summary of O&M costs per year and per item is presented in Table 2.7.1. The O&M Cost for the opening year (2021) would be around US$17.46 million. This value is estimated considering that within the initial investment cost, the manufacturer is delivering spare parts equivalent to three years of operation. Hence that cost is not included for the period 2021-2023, however, a cost of US$4.39 million per year is estimated for the necessary for consumable materials for maintenance, which are not included in the initial investment cost.

As a verification of the cost, the value of O&M cost per track km and per train-km of the SKYTRAIN was compared with the seven (7) existing monorail systems in Japan. The average of the existing Japanese systems is shown in

Table 2.7.2. In turn, the ratios for the SKYTRAIN are 1.78 US$M/km and 15.5 US$/train-km, which indicates an acceptable range for the SKYTRAIN.

2 Proposed name. Final name to be decided by Sri Lankan authorities




Table 2.7.1 Operation & Maintenance Cost


Table 2.7.2 Comparison with Existing Monorail Systems (million USD)

Source: Japan Railways Annual Statistic Handbook, 2010

Operatio

nStations Cars train-km OM Cost

OM

Cost/km

OM Cost/

train-kmkm 1000 train-km/year US$M/year mil.US$/km USS/train-km

Tokyo (6cars) 17.8 11 120 3,321.5 75.6 4.25 22.76

Osaka (4cars) 28.0 18 84 2,284.0 38.9 1.39 17.04

Tama (4cars) 16.0 19 64 1,347.5 32.5 2.03 24.08

Chiba (2cars) 15.2 18 36 1,173.0 19.8 1.30 16.87

Okinawa (2cars) 12.9 15 26 1,047.0 13.6 1.06 13.03

Syonan (2cars) 6.6 8 21 617.3 11.2 1.70 18.13

Kitakyusyu (4cars) 8.8 13 40 666.8 12.1 1.37 18.14

Japanese average: 1.87 18.58

Operator

Unit : US$Mill

Item/Year 2021 2024 2025 2030 2035

Manpower 8.86 8.86 9.54 10.10 10.10

Administration, OCC, fixed 1.95 1.95 1.95 1.95 1.95

Stations 2.28 2.28 2.28 2.28 2.28

Civil, Tracks 1.82 1.82 1.82 1.82 1.82

Rolling Stock 1.48 1.48 2.15 2.71 2.71

Power 0.25 0.25 0.25 0.25 0.25

Cleaning Staff 1.08 1.08 1.08 1.08 1.08

Spare Parts 4.39 19.97 26.24 32.51 32.51

Power 4.20 4.20 6.40 8.14 8.14

Total 17.46 33.04 42.18 50.74 50.74




CHAPTER 3 Project Evaluation (Economic/ Financial Analysis)

3.1 Economic Evaluation

Economic evaluation was conducted for the monorail line between Kotahena and IT-park via Malabe Line (Line 1), the line between National Hospital and Kollupitiya (Line 2), and the MMC and the P&R facilities. It examines the economic feasibility of a project through cost-benefit analysis from a viewpoint of the national economy, where the quantified project benefits are compared with the economic cost of the project.

Total project cost of the monorail project consists of the construction work cost, rolling stock procurement cost, cost for consulting services, physical contingency and O & M cost of the project. It is also assumed that additional cost for the monorail rolling stock and the depot will be procured in 2030 to meet the increased demand. They were estimated in constant 2014 prices, identified by each category of foreign/local cost for the economic evaluation and then converted into economic prices for the economic evaluation under the assumptions described below.

a) Base Year: Year 2014

b) Project Life: 30 years after the start of operating services of the monorail considering the life period of the infrastructure.

c) Life Period: Life periods of the facilities are estimated as the following years based on the physical life period of the infrastructures and rolling stocks.

Civil works, structures and buildings: 50 years

Rolling stock: 30 years

d) Replacement cost of the facilities and rolling stock is estimated based on its life period.

e) Financial and Economic Costs: Considering value added tax other tax duties as well as subsidies from the government which should not be counted as economic cost for economic analysis, financial costs of the initial investment are converted into economic cost. Please refer the main report for the detail assumptions.

f) Discount Rate: A discount rate of 12% is used considering the description in "Assessing Public Investment in the Transport Sector 2001" by the Ministry of Finance and Planning as well as other projects in the transport sector in Sri Lanka.

g) Inflation: Inflation is not taken into account either in the benefit or cost estimates during the evaluation period.

h) Foreign Exchange Rate: The foreign exchange rate is fixed at the following rate as of 2014 and the shadow exchange rate is not considered.

US Dollar 1.00 is equivalent to LKR 130.4550, the monthly average exchange rates of May 2014, according to the Central Bank of Sri Lanka. US Dollar 1.00 is equivalent to 101.79 JPY, the monthly median exchange rates of Tokyo market of May 2014 according to Bank of Japan.

i) Fare level of the monorail is assumed to be as same as current normal bus fare.




The benefit of vehicle operating cost is estimated as the difference of vehicle operating cost between “With Project” and “Without Project”. The vehicle operating cost is derived from the computed daily vehicle-kilometres for each operating speed and the unit vehicle operating cost for each speed by vehicle type. The daily vehicle-kilometres for both cases of “With Project” and “Without Project” are obtained as the traffic assignment results in the transport demand forecast.

The benefit of passenger travel time cost is estimated as the difference in passenger travel time cost between “With Project” and “Without Project”. The passenger time cost is derived from the computed daily passenger-hours and the unit passenger time cost of the three income groups by vehicle type. The daily passenger-hours for both cases of “With Project” and “Without Project” are obtained from traffic assignment results.

The benefit of reduction in traffic accidents are also estimated as the difference of volume of accident loss between “With Project” and “Without Project”. The benefit of reduction of carbon dioxide (CO2) was considered as the difference of the emission between “With” and “Without” the Project.

Result of Cost Benefit Analysis

The Economic Internal Rate of Return (EIRR) was estimated at 16.7%. The net present value is estimated at 70.7 billion rupees. Cost benefit ratio was 1.61.

Sensitivity Analysis

The effect of variations in the costs and the benefits on the EIRR is examined, when the cost increases by 10% and the benefits decrease by 10%, simultaneously. The EIRR of the project is 14.6 % which is higher than the discount rate, 12%.

In addition, there is a variety benefits derived from the monorail project implementation, although they are not included in the benefits of this economic evaluation:

• Land value along the monorail is also expected to increase “With Project”. However it is difficult to distinguish and estimate the increased value solely due to the monorail project implementation, since there are a variety of factors to determine the land prices in addition to the monorail project implementation.

• The monorail project will reduce emission of air pollutants such as carbon monoxide, nitrogen oxide, sulphur oxide, and suspended particle matter from private vehicles. This can improve the health of residents in the Western Province.

• The project will also contribute to reduce the emission of greenhouse gas which has an impact on the global warming.

Taking these benefits into consideration, the monorail project is an economically viable project.




3.2 Financial Evaluation

Financial evaluation is implemented based on the estimation in terms of revenues, construction

costs, and operation and maintenance costs (O&M). Additionally, required financial conditions

are assumed.

As a first step of financial evaluation, based on the said estimation in terms of revenues,

construction costs, and operation and maintenance costs, the financial internal rate of return

(FIRR) without loan interest is calculated in order to examine the return on the total investment.

In this case, FIRR is calculated regardless of financing conditions without interest cost in which it

is assumed that the initial investment is done without any loan. Then, based on the assumption

on the financing plan, the cash flow analysis is implemented by use of value for money (VMF).

The following are the assumptions for general conditions in the financial evaluation.

a) Base year: Year 2014

b) Evaluation period: 34 years after the start of operating services of the monorail considering

the completion period of the loan repayment as well as the interest payment.

c) Life period and Replacement Cost: same as the assumptions of Economic Analysis

d) Discount Rate: A discount rate of 2.6% is considered as the following calculation.

Real rate of interest (2.6%) = Nominal rate of interest for the government bond (6.9%3) - Rate

of inflation (4.3%4)

e) Inflation: Inflation is not taken into account either in the revenue or cost estimates during the

evaluation period.

f) Foreign Exchange Rate: same as the assumptions of Economic Analysis

Financial Cost

Total project cost of the SKYTRAIN project consists of the construction work cost, rolling stock

procurement cost, cost for consulting services, physical contingency, and O&M cost of the project.

It is also assumed that additional cost for the monorail rolling stock and the depot will be procured

in 2025 and 2030 to meet the increased demand.

Revenue

The revenues are composed of the monorail fare and the railway related business as in the

following Table 3.2.1. The monorail fare is set the same as the normal bus level which is 1,221

LKR million per year in the opening year of 2020. Based on the demand forecast, the annual

fare revenue will be increased.

3 May 2014 4 The average from January to June 2014




Table 3.2.1 Estimation of Revenue

Item Unit cost, area and operation rate Amount (LKR mil)

Monorail

Railway related Floor space for lease 5,382 LKR/m²/month, 800 m²,

operation rate=95% 49.08

Advertisement space (station)

50,000 LKR/m²/month, 2,500 m²,

operation rate=85% 1,275.00

Advertisement space

(inside monorail car)

50,000 LKR/train/month, 24 trains,


Advertisement space (exterior monorail car)

50,000 LKR/train/month, 24 trains,


Car parking at P&R 75 LKR/hour, 9hours/car, 900 cars/day,

360 days 218.70

Total 1,565.22


Summary of Financial Evaluation

The NPV of the government cash flow funded by JICA STEP loan shows less government deficit rather when compared to another loan in order to implement the SKYTRAIN Project.

When the government of Sri Lanka takes a STEP loan5 from JICA to cover the construction cost of the monorail and rolling stock, and then operates the monorail, and receives the revenue from the operation of the monorail, the NPV of the government cash flow shows the negative value of 141.63 LKR billion. If the government takes another loan from other country, which the interest rate is 3.6% per annum, and the repayment of principals is 16 years including 4 years grace period, the NPV of the government cash flow shows the negative value of 224.05 LKR billion.

In the case that a public corporation operates the monorail, the corporation is responsible for the O&M cost and receives the revenue from the operations of the monorail, and the government is responsible for the construction cost of monorail, loan repayment and interest, and receives the loan. The NPV of the public corporation shows a negative value of 35.34 LKR billion with the fare level of normal bus.

In other cases of the fare level of semi-luxury bus and increase in steps6, these NPVs show negative values as shown below. Only the NPV with the fare level of luxury bus shows a positive value of 1.13 LKR billion, though the cash flow indicates negative from the year of 2024 to 2034. This negative period is caused by the increase of O&M on the monorail due to the purchase of new rolling stocks in 2025 and the expansion of the depot in 2030 for catching up the increase of demand after 2030.

・ Normal bus level : -35.34 LKR billion

・ Semi-Luxury bus level : -15.51 LKR billion

5 In the STEP loan, the purchase of additional rolling stocks in 2025 and 2030 as well as the construction cost of the depot for expansion in 2030 are not included. The total amount of STEP loan is 252.89 LKR billion. 6 This fare is increased in steps, in which the normal bus level is set up from the opening year to 2024, semi-lux.

level from 2025 to 2034 and lux. level from 2035.




・ Luxury bus level : 1.13 LKR billion

・ Increase in Steps : -7.23 LKR billion

To improve the financial sustainability, the case study which the public corporation includes the additional revenue from MmTH with Mall-1 (3.2 billion LKR/year) is examined. It is found that this public corporation has the possibility to cover the O&M even from the fare revenue of normal bus level. (NPV with different bus fare level / Normal bus level: 13.28 LKR billion, Semi-Luxury bus level: 33.10 LKR billion, Luxury bus level: 49.75 LKR billion, Increase in Steps: 41.39 LKR billion)

CHAPTER 4 Findings and Recommendations

In this Final Report, the entire Feasibility Study result of the Integrated Transport System with Monorail (SKYTRAIN) project has been presented. As the summary of the result, following points are the findings of the project:

・ The monorail system which includes civil structures and electrical and mechanical systems was designed as a technically and economically suitable and effective solution for the introduction of a new transit system in the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands under the constrains within the urban area of Colombo. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area.

・ The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system.

・ In terms of financial sustainability, the public corporation is difficult to operate a monorail system to increase the fare up to luxury bus level even if the monorail fare setting has the flexibility for demand control. When the public corporation receives the additional revenue from MmTH with Mall-1, the public corporation has the possibility to cover the O&M.

・ In terms of environment and social aspect, EIA study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal. Although the impact from the project during construction stage could be significant particularly for items such as noise/vibration, traffic and social infrastructure, the impact could be minimised and mitigated to a great extent if appropriate mitigation measures are implemented as suggested in the EIA study.




・ Social study revealed that impact on agricultural land is relatively high due to acquisition of such land for construction of depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low, since the monorail route traverses mainly through the already existing road network.

Therefore, the project is expected to be implemented as the introduction of the new transit system not only for the public transport user but also the entire residence of Colombo city. In addition, it is to be desired that the monorail project is developed together with MmTH in terms of financial sustainability.

Recommendations on the Project

Formulation of Project Management Unit (PMU): In order to successfully implement the project smoothly and effectively, the project management unit (PMU) shall play an essential role in communicating among stakeholders and to drive the project. Before official approval of the project, it is necessary to reinforce the core team in the MOT since they play a role for the implementation of the project. Then, right after the approval, it is recommended to start formulating the PMU with a sufficient number of human resources from the necessary fields and preparing the actual implementation. It will be helpful to study similar experiences from other countries for the enforcement of the PMU.

Institutional Arrangement for Monorail Operation/Management: Close discussion on how to arrange the institutional arrangement of monorail operation is essential. This study provided several ideas of operational bodies for monorails, so that more effective operation/management methods should be examined before starting operation.

Environmental Impact Assessment: Draft EIA report was prepared according with TOR issued by CEA. The draft EIA report shall be submitted to CEA for adequacy checking and shall be finalized based on comment from CEA. After finalization of draft EIA, it is recommended to conduct stakeholder meeting to disclose the result of EIA study to public and seek any comment against the project. The comment raised from public shall be adequately considered and draft EIA report shall be updated to address a comment as necessary.

Resettlement and Relocation Activities: As we discussed in the report, the resettlement and relocation activities affect the construction plan and periods directly. In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project. It is also important to update the draft RAP based on the stakeholders’ perceptions / opinions through continuous stakeholder meetings.


Final Report

Main Report


Final Report

1

CHAPTER 1 Introduction

1.1 Background

The transport demand has increased remarkably over the past few years, especially in Colombo

Metropolitan Area1, which consists of Colombo Municipal Council (CMC) and adjacent areas

which are strongly related to urban transport.

The speed of road vehicle flow has declined resulting in higher vehicle operating cost for vehicle

owners and environmental deterioration to the entire community. These impacts negatively

affect not only the economic development in the Colombo Metropolitan Area, but also that of the

country because around half of the economic activities are concentrated in this area. In addition,

the nation’s largest international airport and seaport are located within/surrounding the area. The

Colombo Metropolitan Area and suburbs, therefore, require improvement and development of the

transport system to tackle the increasing transport demand.

As the largest metropolitan area in Sri Lanka, the population of Western Province had 5.84 million

inhabitants in 2012. It is estimated that the total population of Western Province will increase to

7.9 million persons in 2035 and economic growth with urban development plans are also expected.

Thus the total person trip demand would increase and the trip demand made by private mode of

transport such as passenger cars, three wheelers and motorcycles would increase rapidly due to

said population growth and expected increase of household income.

Current traffic congestion becomes serious during morning and evening peaks within and around

the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due

to the anticipated increasing demand if appropriate countermeasures are not taken. Less

utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers,

insufficient capacity of public transport and poor enforcement of traffic rules aggravate the

situation.

In order to develop an efficient urban transport network and promotion of a reliable and safe

transport system, the objectives of the Urban Transport System Development Project for Colombo

Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are:

• To prepare reliable transport data that can be utilised to evaluate and formulate transport

development plans/projects in a scientific manner by conducting an area-wide transport

survey.

• To formulate a comprehensive Urban Transport Master Plan for the Colombo

Metropolitan Area including the six transport corridors prioritised by the Ministry of

Transport with justification of selected priority/leading projects for short-term, mid-term,

1 The CoMTrans urban transport master plan defines the area under the following Divisional Secretariat Divisions;

Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri

Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura,

Bandaragama and Kalutara.


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2

and long-term implementation.

• To conduct a feasibility study on the prioritised projects under the comprehensive urban

transport master plan.

The CoMTrans project commenced in August 2012 and the urban transport master plan was

proposed and discussed with the relevant government agencies including a series of Steering

Committee meetings. The list of the members of the Steering Committee and the meetings are

summarised in Table 1.1.1 and Table 1.1.2.

Table 1.1.1 List of the Members of the CoMTrans Steering Committee

Chair

Secretary Ministry of Transport

Members

Additional Secretary Ministry of Defense and Urban Development

Secretary Ministry of Highways, Ports and Shipping

Assistant Director Ministry of Private Transport Services

Assistant Director Ministry of Environment

Additional Director General

Director Department of National Planning

Director Department of External Resources

Director / Western Province Urban Development Authority

Director (Planning) Road Development Authority

Chairmen Sri Lanka Transport Board

Additional General Manager Sri Lanka Railways

Secretary Western Provincial Council/Provincial Ministry of Transport

Japan International Cooperation Agency

Provisional Members

Director Engineering (Traffic,

Design & Road Safety)

Colombo Municipal Council

Deputy Inspector General,

Traffic (Western)

Sri Lanka Police

Note: Advisor(s) from academia attended the Steering Committee meeting with recommendation from chairman and the

team.


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Table 1.1.2 List of the CoMTrans Steering Committee Meetings

No. Date Topic

1 29th August, 2012 Comments on the Inception Report

Decision on the Members of the Steering Committee and the

Technical Committee

Decision on the Undertakings of the Government of Sri Lanka

2 12th March, 2013 Progress of the Transport Surveys

Goals of Urban Transport System Development

Population Framework

Road Network and Transit Network Options

3 17th May, 2013 Progress of the Transport Surveys

Preliminary Results of the Transport Surveys

Concept of Transit Route Options

4 21st June, 2013 Preliminary Results of Transport Surveys

Concept of Transit Options by Corridor

Proposal of Integrated Transport System with Monorail

Concept of Multi-Modal Transport Hub

5 18th November, 2013 Draft Urban Transport Master Plan

Current Transport Condition

Vision, Goal and Strategies of the Master Plan

Future Socio-Economic Framework and Demand Forecast

Proposal and Evaluation of Corridor Project Options

Proposal and Evaluation of Non-Corridor Project Options

Benefit of the Master Plan

Comments on the Master Plan

6 11th February, 2014 Concept of the Integrated Transport System with Monorail,

SKYTRAIN

Monorail System and Route Options

MmTH Concept Design

Cost Estimation and Economic Viability of the Project

7 12th August, 2014 Explanation of the Finalised Master Plan

The SKYTRAIN Project

Progress of the Environmental Impact Assessment (EIA)

System Design of the SKYTRAIN Project

Institutional Arrangement

Economic and Financial Viability of the SKYTRAIN Project


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4

The CoMTrans master plan proposed four goals for urban transport system development in CMA.

• Equity in Transport to All the Members of Society

• Efficiency in Transport Systems to Support Economic Activities

• Environmental Impact and Health Promotion Related to Transport

• Traffic Safety and Security in Transport

To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use

of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to

promote health, and 4) to reduce transport accidents and to improve security.

The Colombo Metropolitan area is experiencing rapid motorization due to vigorous economic

growth especially after the end of the Conflict in 2009. On the other hand, public transport,

especially bus is losing the share because of low service level and traffic congestion. While a

bus has the largest share among all transport modes, bus ridership is affected by the traffic

congestion. This results in the vicious circle of motorization. The more roads are congested,

the less people use buses due to long travel time of buses. It is estimated that the share of

motorised private transport will continuously increase, and, it will reach 59% in 2035 if the

government keep the status quo policy as shown in Figure 1.1.4. Therefore, policy intervention

is essential to prevent people from shifting to private modes of transport and enhance using public

transport.

This is also empirically proven by experiences of many urban areas in the world. Figure 1.1.1

shows vehicle ownership and gross regional products (GRP) per capita of cities in the United

States (U.S.), the European Union (EU) and Asia. Cities in U.S., EU and developed Asian cities

took different paths. While U.S. cities are dependent on cars, developed Asian cities succeeded

to deter vehicle ownership with development of public transport systems. As show in Figure

1.1.2, the share of public transport will continuously decrease with economic growth if the

government does nothing. While some U.S. cities are recently trying to increase the share of

public transport to reduce externalities of private mode of transports, a limited number of cities

have succeeded to regain a share of public transport. Once car ownership and a share of private

mode of transport increases, it is difficult to reverse it due to the captive characteristics of car

users.

With the decrease of travel speeds on the roads due to the abovementioned severe traffic

congestion, the travel time of buses will increase. This might accelerate the shift to private

modes of transport. It is highly expected to break this vicious circle though provision of

convenient, fast and high capacity public transport modes.


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5

0

100

200

300

400

500

600

700

800

900

0 10 20 30 40 50 60

GRP per capita ('000 US $)

No of cars per 1000 population

US cities European cities

Developed Asian Developing Asian

Tokyo

New York

Atlanta

Rome

Singapore

Hong Kong

Taipei

Seoul

Athens

Paris

London

JKT BJG

ShanghaiMNL

Frankfurt

Houston

BKK

US cities

EU cities

Developed Asian cities

Source: Morichi, S and Acharya, S.R. (eds.) (2012) Transport Development in Asian Megacities -A New Perspective-,

Springer

Figure 1.1.1 Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian

Cities

Timing

Indicator

Desirable path

Do-nothing-path

Feasible

Public Transport mode share

Difficult

Unfeasible

AppropriateEarly Late

Feasible

Public transport mode share and timing of transit investment

Source: Hanaoka, S. (2014) ” International Experiences in Urban Transport Policies and Financial Options for Urban

Transport Projects” presented for CoMTrans Special Seminar on Sustainable Urban Transport Development on 21st

January, 2014

Figure 1.1.2 Public Transport Mode Share and Timing of Transit Investment


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6

Total person trip demand would increase by 1.75 times from 2013 to 2035 however it should be

noted that the trips made by private cars would increase from 0.93 million trips in 2013 to 5.55

million trips in 2035, which implies that the growth of trips by cars accounts for almost six times

of the increase during the period as illustrated in Figure 1.1.3.

In 2013 the share of public transport in the Western Province is 58%; however, the share of public

transport would fall to 41% in 2035 if no improvement of public transport was undertaken as

shown in Figure 1.1.4. It is evident that Colombo Metropolitan Area also might follow the same

path with U.S. cities if no action is taken. This phenomenon is irreversible as shown in Figure

1.1.2. It is, therefore, essential and urgent to take drastic measures to improve service level of

public transport.

0.932.57

3.655.55

1.01

1.21

1.29

1.45

0.90

1.04

1.09

1.24

3.86

4.75

5.11

5.82

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

2013 -

Present

2020 -

Car

Oriented

2025 -

Car

Oriented

2035 -

Car

Oriented

Public Transport

3 Wheeler

Motorcycle

Car

Unit: Mn. trips per day

Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport

Figure 1.1.3 Increase of Person Trips by Mode of Transport: 2013 - 2035


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7

14%

27%

33%

39%

15%

13%

12%

10%

13%

11%

10%

9%

58%

50%

46%

41%

0% 20% 40% 60% 80% 100%

2013 - Present

2020 - Car Oriented

2025 - Car Oriented

2035 - Car Oriented

Car Motorcycle 3 Wheeler Public Transport

Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport

Figure 1.1.4 Change of Modal Share for Car Oriented Scenario: 2013 -2035

Under the abovementioned major transport policies of the master plan, comprehensive analyses on

major transport corridors, the inner city area and other areas have been conducted. The master

plan study identified seven major transport corridors; Negombo, Kandy, Low Level, Malabe, High

Level, Horana and Galle Corridors, due to their high level of traffic volume. Based on the

formulated socio-economic framework and future demand forecast, solutions for the transport

corridors were evaluated. Several transport policies were selected for these corridors. Inner

city projects and non-corridor transport projects were also proposed and evaluated. The

proposed road and public transport infrastructure development network is illustrated in Figure

1.1.5.


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8

Source: Final Report, CoMTrans

Figure 1.1.5 Entire Transport Network Plan in 2035

Monorail

New Railway Line


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9

The proposed projects for the seven transport corridors are summarised in Table 1.1.3.

Table 1.1.3 Summary of Development Options for the Seven Corridors

Note: “Modernized” includes electrification, double tracking, improvement of signalling and telecommunication,

procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the

railway can significantly improve railway capacity.

Source: CoMTrans Study Team

The transport network comprises links and nodes. While the aforementioned corridor projects

and circular roads and public transport projects create links between traffic generating points,

these links have to be connected in a proper manner at a node which means a railway station, an

inner and intra provincial bus terminal, a BRT station, a monorail station and a parking facility.

The smooth connection at a transport node of a network is essential to make a link project viable.

In the case of CMA, all the transport modes are concentrated in the Fort and Pettah areas.

However, the linkages of these transport modes as well as with the hinterlands are not well

organised.

Taking various factors into consideration such as current and future transport volume, degree of

traffic congestion, accessibility to public transport, size of investment, public transport network

development, urban planning perspective and economic and financial viability; the Steering

Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has

decided to focus on ;

1. Monorail system for Malabe Corridor,

2. Multi-Modal transport facilities,

3. Park and Ride facilities (P&Rs) at the monorail stations.

The Committee also named this package of projects as the “Integrated Transport System with

Monorail, SKYTRAIN” with a view to the first elevated transport system on the Island. While


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10

each single component of the “SKYTRAIN” project might not be sufficient to significantly

improve public transport ridership, this package mutually benefits each component by improving

the convenience of the public transport system as a network. In this study, the feasibility study of

the SKYTRAIN project is undertaken.


Figure 1.1.6 Components of SKYTRAIN Project


Figure 1.1.7 Images of Monorail System


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11

This report, therefore, covers the third objective of the CoMTrans Project; conducting a feasibility

study on the “Integrated Transport System with Monorail, SKYTRAIN”, the prioritised projects

under the comprehensive urban transport master plan for the Monorail in Malabe Corridor.

It should be noted that all public transport modes including the monorail network, railway network

and BRT network should be linked closely as the majority of public transport passengers transfer

between several modes of transport from their origins to their destinations. However, the

feasibility study on the SKYTRAIN project was only conducted in the scope of the CoMTrans

project. Therefore, the feasibility studies on other transport projects are strongly awaited.

1.2 Scope of the Feasibility Study

In order to achieve the study objectives mentioned above, the feasibility study shall cover the

following components according to the Record of Discussions of the CoMTrans project:





5) Conduct EIA



This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical,

economic, financial and environmental perspectives.

1.3 Structure of Report

This report consists of the following chapters:

• Chapter 2 elaborates selection of routes and mode of the proposed transport system on

Malabe Corridor based on the CoMTrans urban transport master plan. With a view to the

technical, economic, financial and environmental aspects; the selection procedure of a

route and a mode is discussed.

• Chapter 3 describes the current and estimated passenger demand of the monorail system

for Malabe Corridor in line with the demand forecasting methodology of the CoMTrans

urban transport master plan. The location of the monorail stations are also mentioned in

this Chapter.

• Chapter 4 discusses several alternative alignments of the monorail system and proposed

the appropriate alignment for CMA. As there are several control points on the corridor

such as socially and environmentally sensitive areas, alternatives are examined to

minimise social and environmental impacts as well as to improve the efficiency of the

system.

• Chapter 5 proposes the details of the monorail system including operation plan, train


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12

procurement plan, depot plan, typical structure of the monorail, signalling and

telecommunication systems, and electricity plans with technical details.

• Chapter 6 summarised the estimated project cost of the monorail system on the Malabe

Corridor proposed in Chapter 5 with a breakdown by major cost items.

• Chapter 7 shows a possible overall project schedule for the basic design, detailed design,

tender procedure, construction and trial running until commencement of operation of the

monorail system.

• Chapter 8 presents the transport administration in CMA and proposes an implementation

scheme and organizational structure for operation and maintenance for the monorail

system.

• Chapter 9 explains the Multi Modal Centre and P&R facilities. Concepts, layout plans and

cost estimates are describes.

• Chapter 10 depicts the results of the analysis on the economic evaluation of the

SKYTRAIN project with the passenger demand and the total project cost estimated.

• Chapter 11 discussed the financial aspect of SKYTRAIN project, especially the

sustainability of the operation and management of the Monorail system.

• In Chapter 12, environmental and social impacts such as air pollution, water pollution,

noise, vibration, ground subsidence, irrigation, fauna, flora, biodiversity, global warming,

land acquisition, and resettlement due to the proposed monorail system as well as

mitigation methods are examined.

• Chapter 13, finally, mentions the summary of findings and recommendations for the

SKYTRAIN project and other necessary actions to be taken for realization of the project.


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13

CHAPTER 2 Corridor and Mode Selection

2.1 Selection of Corridor

This section discusses selection of corridors for the proposed transit system in Colombo Metropolitan Area (CMA). Detail examination on route alignment is described in Chapter 4.

2.1.1 Current and Future Perspective of Transport in Colombo Metropolitan Area

The Screen Line Survey at the boundary of Colombo Municipal Council (CMC) results showed that Malabe Corridor has the highest number of vehicles followed by Kandy Corridor and Galle Corridor as shown in Figure 2.1.1.

Source: CoMTrans Screen Line Survey, 2013

Figure 2.1.1 No. of Vehicles by Mode (Both Directions, 1,000 per Day)

Travel speeds of major transport corridors are show in Figure 2.1.2. Malabe Corridor and Galle Corridor were the lowest peak hour average travel speed of 13.8 km/h. The five percentile lowest travel speeds of the Malabe Corridor was 8.0 km/h which is the lowest among all transport corridors.


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14

13.8

15.9

19.5

16.5

14.715.6

13.8

5.3 5.4

6.7

5.16.2 6.2 6.2

2.5 2.63.4

2.43.0 3.1 3.0

0.7 0.7 1.1 0.7 0.8 0.9 0.9

0.0

5.0

10.0

15.0

20.0

Malabe Kandy Negombo Low

Level

High

Level

Horana Galle

2013

2020

2025

2035

km/h

8.0 km/h

Average speedat peak hour

Average speedat peak hour on corridor 15~20km from Fort

est.

est.

est.

To Kaduwelavia Malabe

To Kadwatha To KaduwelaTo Ja Ela To Kottawa To Peliyandala To Moratuwa

9.3 km/h

14.5 km/h

10.9 km/h

9.0 km/h

10.6 km/h

8.4 km/h

Malabe5 percentile peak hour speed

Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario).

Figure 2.1.2 Peak Hour Travel Speed of Major Transport Corridors

In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in 2035. In addition, In line with the economic growth as shown in Table 2.1.1, the share of income group with equal to or more than LKR 8,000,000 will be majority in 2035 as shown in Figure 2.1.4. This means that a number of people is affordable to purchase a passenger car.

0

1,000,000

2,000,000

3,000,000

4,000,000

5,000,000

6,000,000

7,000,000

8,000,000

9,000,000

2001 2012 2015 2020 2025 2030 2035

Kalutara District

Gampaha District

Colombo District

Note: After 2015, the projected populations are shown in the High, Medium, and Low growth scenarios. Source: CoMTrans Study Team

Figure 2.1.3 Population Projections to 2035


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15

Table 2.1.1 GRDP Forecast

GRDP

(Constant

Price)

(Mil. LKR)

GRDP of Primary Industry

(Mil. LKR)

GRDP Secondary Industry

(Mil. LKR)

GRDP Tertiary Industry

(Mil. LKR)

Share of

Primary

Industry

Share of

Secondary

Industry

Share of

Tertiary

Industry

2007* 1,037,979 30,101 331,115 675,724 2.9% 31.9% 65.1%

2008* 1,074,024 33,295 340,466 700,264 3.1% 31.7% 65.2%

2009* 1,122,769 31,438 370,514 720,818 2.8% 33.0% 64.2%

2010* 1,186,453 35,594 378,479 771,195 3.0% 31.9% 65.0%

2011* 1,271,404 40,685 415,749 814,970 3.2% 32.7% 64.1%

2012** 1,340,802 42,906 438,442 859,454 3.2% 32.7% 64.1%

2015*** 1,603,800 47,900 532,300 1,023,600 3.0% 33.2% 63.8%

2020*** 2,209,700 58,900 751,800 1,399,000 2.7% 34.0% 63.3%

2025*** 2,971,100 70,600 1,036,200 1,864,300 2.4% 34.9% 62.7%

2030*** 3,828,000 81,200 1,368,500 2,378,300 2.1% 35.7% 62.1%

2035*** 4,702,200 88,900 1,723,200 2,890,100 1.9% 36.6% 61.5%

Note: * Source: Central Bank of Sri Lanka, ** Estimation, CoMTrans Study Team, *** Projection, CoMTrans Study Team

Note: Group C is less than LKR 40,000. Group B is LKR 40,000 - 79,999. Group A is LKR 80,000 and above.

2012 Estimation from CoMTrans Home Visit Survey. Income Unknown: 10,961 (0.2%)

2015-2035 projection, CoMTrans Study Team

Figure 2.1.4 Proportion of Projected Population by Income Level in Western province


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2.1.2 Proposal of CoMTrans Urban Transport Master Plan

The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified.

With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table 1.1.3.

A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration.

While analyses of the transport corridor might give direction on corridor-wise transport system development, it is also essential to take the entire transport network into account, such as circular and inner city transport systems. For the purpose of proposing the best transport policy for the CMA, several transport system development scenarios, including corridor-only base case, intensive highway development, combined public transport and highway development, and public transport intensive scenarios were analysed and several performance indicators were estimated. The public transport intensive scenario with transport demand management (TDM) was selected by the multi-criteria analysis. Considering budget constraints for transport development for the CMA, phasing of the master plan was proposed.

The proposed master plans for the public transport network development for the short, intermediate and long terms are shown in Figure 2.1.5, Figure 2.1.6 and Figure 2.1.7 respectively.


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Figure 2.1.5 Short-Term Public Transport System Development Plan

Monorail

New Railway Line


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Figure 2.1.6 Intermediate-Term Public Transport Development Plan

Monorail

New Railway Line


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Figure 2.1.7 Long-Term Public Transport Development Plan

Monorail

New Railway Line


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2.1.3 Why Malabe Corridor?

(1) The Highest Demand

Malabe Corridor connecting Colombo Municipal Council, Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. Average travel speed on the corridor is 13.8 kilometres per hour during peak period at the boundary of Colombo Municipal Council.

(2) Corridor without a Transit System with Urban Development Projects

It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport.

Multi-criteria analysis for mode selection was conducted from the perspective of capacity, speed, land acquisition, initial cost, operation and maintenance cost, daylight interference and aesthetical aspects, and, a monorail system was selected.

(3) Consideration of Constraints

Since monorail requires less land acquisition and has a large capacity, monorail is also identified as an ideal option for inner city transport solutions. The northern area of the CMC, with no public transit access, has a population of approximately 192,000 according to Census of Population and Housing, 2013. As population density of this area is relatively higher than other areas in the CMC, it would take time to construct a new road which requires a significant amount of vacant lands.

In the Kelaniya area, a Multi-modal transport centre (MMC) is proposed considering the strategic location where the railway Main Line, Kandy road and Negombo road meet. A number of long-distance buses on Kandy road, intra provincial buses on Kandy and Negombo roads, proposed bus rapid transit (BRT) service and railway service will be linked together. The monorail system is expected to connect to Kelaniya MMC.

In the master plan, three key transit systems, modernised railway, bus rapid transit and monorail are proposed. These three transport modes should be inter-connected to function as one public transport network. To cover all seven transport corridors and to connect monorail with modernised railway and BRT on Galle road corridor, a short extension line from Town Hall area to Kollupitiya also was proposed.

2.1.4 Route Options

As mentioned in the previous sub-section, the CoMTrans urban transport master plan selected monorail for Malabe Corridor and High Level Road Corridor. The section from Kelaniya – Fort – Town Hall – Battaramulla – Malabe – Kaduwela and Kollupitiya – Town Hall were recommended for monorail in the short-term as shown in Figure 2.1.5. This feasibility study is


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in line with this master plan proposal. While approximate locations of corridors and routes are mentioned in the master plan, there is room for discussion on route alignment. This sub-section aims to present major options on routes and major discussion points.

(1) Northern Colombo Section (Kelaniya to Fort)

Though the CoMTrans master plan proposed to connect Fort and Kelaniya, the alignment between these two locations remains unclear. Two alternatives are considered for the Northern part of Colombo as shown in Figure 2.1.8.


Figure 2.1.8 Route Alternatives of Northern Colombo Section

While the northern part of Colombo has approximately 192,000 residents according to the Census of Population and Housing 2012, access to the area is only by private mode of transport or buses. The results of the home visit survey by the CoMTrans Project indicated that most trips were for short travel distances and that it was difficult to reach economic and social activities in other parts of the city. The roads in this area are narrow and the high density of housing does not permit improving road access much further. There is no railway service to this area.

Figure 2.1.9shows accessibility from the railway station and population density as of 2012. It is evident that the northern part of Colombo has higher population density but no railway access.


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&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

&3

Ragama

Horape

Navinna

Nugegoda

Baseline

Dehiwala

Kelaniya

Maradana

Maharagama

Udahamulla

Kotta Road

Wellawatta

Hunupitiya

Wanawasala

Dematagoda

Kirillapone

Narahenpita

Kollupitiya

Secretariat

Enderamulla

Pangiriwatta

Slave Island

Colombo Fort

Bambalapitiya

0 1 2 3 40.5Kilometers

±

Population Density(Person/Sq Km)

800 m Buffer from Railway Station

Below 10

10-20

20-40

40-60

60-100

Above 100

&3 Railway Station

Railway

A Class Roads

B Class Roads

Other Roads

Source: Population data: Census of Population and Housing, 2012 by Department of Census and Statistics; Illustration by CoMTrans

Figure 2.1.9 Access to Railway Stations and Population Density


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(2) City Centre

In the centre of Colombo Municipal Council, two routes are proposed in the master plan. The main line takes the route from Malabe to Kotahena via Battaramulla, Borella, National Hospital (Town Hall), Fort, Pettah, and Maradana. A short extension line runs from National Hospital (Town Hall) to Kollupitiya. There was an idea to extend the short extension line further to the north and cross the main line at Town Hall or another location. However, the monorail piers will be significantly tall structures such as 30m from the ground level if these two lines cross. Considering the landscape of the National Hospital (Town Hall) area where parks and historic buildings are located, the height of monorail pier and beam structure should be minimised. Therefore, it is proposed to connect the two lines in the National Hospital (Town Hall) area without tall structures.


Figure 2.1.10 Proposed Route around City Centre

For the section between the National Hospital (Town Hall) area and Welikada area, two alternative routes are proposed as shown in Figure 2.1.11. The figure shows land use patterns and major trip generating points. The original dotted alignment followed Ward Place road, Baseline Road and Sri Jayawardanapura Mawatha because of the relatively straight alignment. However, the original route is away from major trip generating points and commercial and business land use. Therefore, the new alignment which follows E. W. Perera Mawatha, Gnanartha Pradeepa Mawatha and Dr. N. M. Perera Mawatha is proposed. Stations on the proposed route can cover major trip generating points such as major hospitals, schools and government buildings within walking distance.


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!!

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/

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?

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?

?

?

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K

K

K

K

#

#

#

Odel( 7245 )

Devi BV( 2807 )

Asoka V( 3027 )

Ananda BV( 1987 )

Town Hall( 5816 )

HNB Tower( 5651 )

Gothami BV( 3093 )

Yasodara BV( 2504 )

Nestlé Lanka( 1759 )

Suwasiripaya( 4864 )

Anuruddha BMV( 1221 )

Access towers( 2681 )

Dialog Axiata( 1315 )

National Hospital( 0 )

Rathnawali BMV( 1709 )

Ananda College( 6721 )

Nalanda College( 4715 )

Faculty of Medecine( 0 )

Veluwana College( 1690 )

Sri Sangamitta BV( 1575 )Aiken Spence Tower( 6740 )

Lady Ridgeway Hospital( 0 )

C.W.W.Kannangara MV( 2071 )

Super Market Borella( 1725 )

Ministry of Transport( 2610 )

IIM University of Colombo( 0 )D.S.Senanayake College( 6447 )

De Soisa Maternity Hospital( 0 )The Rathnam Private Hospital( 0 )

Colombo Municipal Council( 4240 )

Immigration & Emigration( 14855 )

Arpico Super Centre,Colombo 02( 12046 )

University of Visual and Performing Art( 0 )

BorellaBorella

Cotta Road

National Hospital

Dharmapala Mawatha

MONORAIL ALIGNMENT(STAGE 1)MONORAIL ALIGNMENT(STAGE 1)

0 0.25 0.5 0.75 10.125

Kilometers

®MmTH(Fort)!(MMC!!P+R/Station Plaza!!Monorail Stations!!

Highways

Monorail Route 2

Monorail Route 1 Options

Monorail Route 1

Railway Line

A Class Roads

B Class Roads

Business

Commercial

Education

Government

Residential

Roads

Transport

Wetland

/ Bank/Commercial School?

HotelI

HospitalK

Higher Education#

Government;

Other

Open Land

Marsh/Barrow Pit

Industries

Health


Figure 2.1.11 Route Analysis of Two Alternatives in the National Hospital and Borella

Section

(3) Battaramulla Area

For the Battaramulla area, the original route alignment followed Malabe road. While some

commercial and business land use patterns are observed along the alignment, there were a number

of sharp curves. This results in low travel speed. It is also noted that there were huge

government complexes such as Isurupaya, the Foreign Employment Bureau and the Central

Environmental Authority. Therefore, an alternative route was proposed which runs over

Pannipitiya Road, Denzil Kobbekaduwa Mawatha and marsh land.


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!!

!!

!! !!

!!

!!!!

!!

!!

!!

;

;

;

?

Isurupaya( 5019 )

Sethsiripaya( 9272 ) Sri Subuthi MMV( 1291 )

Foreign Employment Bureau( 4599 )

Koswatta

Thalahena

Palan Thuna

Battaramulla

BattaramullaSethsiripaya

Sethsiripaya

Lumbini Temple

Diyawanna Lake

Robert Gunawardana Maw

MONORAIL ALIGNMENT(STAGE 1)MONORAIL ALIGNMENT(STAGE 1)

0 0.25 0.5 0.75 10.125

Kilometers

®MmTH(Fort)!(MMC!!P+R/Station Plaza!!Monorail Stations!!

Highways

Monorail Route 2

Monorail Route 1 Options

Monorail Route 1

Railway Line

A Class Roads

B Class Roads

Business

Commercial

Education

Government

Residential

Roads

Transport

Wetland

/ Bank/Commercial School?

HotelI

HospitalK

Higher Education#

Government;

Other

Open Land

Marsh/Barrow Pit

Industries

Health


Figure 2.1.12 Route Analysis of Two Alternatives in the Battaramulla Area

2.1.5 Phasing of the Project

The CoMTrans urban transport master plan proposed phasing of the project as shown in Figure

2.1.5, Figure 2.1.6 and Figure 2.1.7 taking financial and other constraints into consideration. In

addition, further detailed phasing is required for the short term to efficiently invest the funds

which the monorail really requires.

As the monorail system has to have a depot when it starts operation, the location of a potential

depot is critical. Due to availability of spacious vacant areas of land, Malabe and Kelaniya are

considered as potential locations for a depot.

Land acquisition also affects the project schedule. The Road Development Authority and

Colombo Municipal Council are widening Mattakuliya Centre Road which is currently partially a

1-lane per direction road. Thus, construction of the monorail would be smooth if it is done after

the completion of the road widening project.

The details of the demand forecast methodologies and assumptions are described in Chapter 3.

Figure 2.1.13 shows the forecast sectional passenger demand in 2035. According to the

forecasted demand, the Northern section has less demand compared with other sections.


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1

7

9

2

6

241

274

189

13

22

199

258

207

231

208

280

248

130

203

129

234

250

276

290

2

1

248

3563

41

71

55

51

183

135121

45

97

161168

152

166

181

124

120

139

254

115

209

215

114

50

132

226164

47

129

200

186

104

231191

107

123

201

162

195

170193

127

42

130

4327

178

187

114

51

51

93

57

73

84

50

55

64

46

29

54

98

89

63

96

83

38

94

139

128

62

141

56

61

118

143

68

154

160

80

164

137

82

87

129

189

217

215

107

97

170

60

203

66

104

89

73

160

96

57

63

63

Numbers represent daily sectional passengers volume of transit in 1,000 (bidirectional).

Public Transport Passenger Volume - 2025Public Transport Passenger Volume - 2025

0 1 2 3 4 50.5

Kilometers

( FC2_1akh - Feasibility Study - Normal Bus Fare - Revised Bus Routes )( FC2_1akh - Feasibility Study - Normal Bus Fare - Revised Bus Routes )Legend

Mono-Rail Bus

RailBRT


Figure 2.1.13 Daily Sectional Passenger Demand for Public Transport in 2035

(Stage 1, Stage 2 and Monorail on High Level Road, Normal Bus Fare, with TDM)

- 2035


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Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure 2.1.14.


Figure 2.1.14 Proposed Route of SKYTRAIN Project

2.2 Selection of Mode

As mentioned in the above sub-section 2.1.2, monorail was proposed for Malabe Corridor, Inner City Lines and High Level Road. In addition to discussion in the master plan, this sub-section will re-examine mode selection regarding the proposed short-term transit solution for the Malabe Corridor. The first sub-section will introduce possible transit modes and the subsequent sub-section will discuss points to be considered for the mode selection. The last sub-section will present the mode selection process and justification.

2.2.1 Introduction of Transit Modes

(1) Bus Priority System

While the bus priority system does not require additional vehicles for operation, bus priority lanes and / or bus priority signals give priority to the bus fleets. Non-bus vehicles are usually requested to give way to buses in the bus priority lane when buses are in the lane. The bus priority signalling minimises waiting time of buses at signalised intersections by giving a green light to the buses. Characteristics of the bus priority system are summarised in Table 2.2.1 and Table 2.2.2.


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Figure 2.2.1 Image of Bus Priority Signalling System


Figure 2.2.2 Photos of Bus Priority Lanes

Table 2.2.1 Characteristics of Bus Priority System

Strengths � Initial cost is considerably low. The required major initial investment is for the bus priority signalling system and pavement marking.

� The system can be implemented in a short time

� No land acquisition is required

� Operation is flexible depending on the demand

� There are neither aesthetic concerns nor daylight interference

Limitations � Capacity is the least among the proposed options. (roughly 10,000 passengers per hour, per direction)

� Travel speed is lower compared with other public transport systems.

� Road capacity is slightly affected.

� There is a noise from an engine.

Considerations

to

Implementation

� Implementation requires close coordination with the police, road development authority and local authorities


Traffic Signal Control Centre

1. Detector

2. Signal Control


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Table 2.2.2 Specifications of Bus Priority System

Capacity 10,000 PPHPD

Scheduled Speed 10-20km/h

Land Acquisition No Acquisition

Stop Spacing 300m – 1 km

Initial Cost Less than 1mn. USD/km

Operation and Maintenance Cost Not Available

Daylight Interference Not at all

Aesthetical Not at all

Noise Moderate due to diesel engines

Note: PPHPD stands for passengers per hour, per direction.


As mentioned in Table 2.2.1, the bus priority system can be implemented in a short time with a lower initial investment and without land acquisition. On the other hand, the maximum capacity of the system is the least among the proposed transport options. Improvement of travel speed is limited as well. Therefore, this system is appropriate for corridors with low demand to improve the service level of conventional bus services. It also should be noted that implementation of this system requires intensive coordination among relevant agencies as it might reduce road capacity for private vehicles.

(2) Bus Rapid Transit (BRT)

Application of Bus Rapid Transit (BRT) is drastically increasing in urban areas in developing countries, especially rapidly growing emerging countries such as India, East Asian Countries and Latin American countries. BRT utilises designated lanes of a road for buses. Specially designed high capacity bus fleets are often adopted. Characteristics of bus rapid transit are summarised in Table 2.2.3 and Table 2.2.4.


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Source: Curitiba, Mario Roberto Duran Ortiz; Jakarta, Oriental Consultants; Ahmedabad, DeshGujarat.com

Figure 2.2.3 Photos of Bus Rapid Transit (BRT)

Table 2.2.3 Characteristics of Bus Rapid Transit (BRT)

Strengths � Initial cost is low. The required major initial investment is for the bus shelters, special bus fleets for BRT, ticketing system, and curbs for dedicated BRT lanes.

� The system can be implemented in a short time.

� Operation is flexible depending on the demand.

� The system can be applied for both elevated and ground level structure.

� There is neither aesthetic concern nor daylight interference except for elevated BRT.

� Medium passenger capacity (13,000 passengers per hour, per direction)

Limitations � One lane per direction of the road will be occupied.

� Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles.

� Travel speed can be limited in the case of a non-elevated system due to delay at intersections.

� Daylight interference and aesthetic concern (in the case of elevated structure)

� There is a noise from an engine.

Curitiba

Ahmedabad

Ahmedabad

Jakarta


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Considerations

to

Implementation

� Traffic arrangements at intersections should be scrutinised.

� Legal basis is required to exclude passenger cars in a BRT lane.

� Institutional arrangements for implementation are necessary

� Coordination with existing bus operators, taxis and paratransit operators is required.

� Implementation requires close coordination with the police, road development authority and local authorities.


Table 2.2.4 Specifications of Bus Rapid Transit (BRT)

Capacity 3,000 – 13,000 PPHPD*


Land Acquisition Requires road width of 20m


Initial Cost 2 mn. USD/km

Operation and Maintenance Cost USD 2.0 / car-km

($0.04 per passenger)

Daylight Interference Not at all

Aesthetical Not at all

Noise Moderate due to diesel engines

Note: PPHPD stands for passengers per hour, per direction. Capacity of 12,000 to 13,000 PPHPD is assuming normal BRT system with 1-lane per direction system with single stopping bay stations. The capacity can increase to 20,000 PPHPD with a 1-lane per direction configuration with multiple stopping bays and the platooning of vehicle movements according to the example in Porto Alegre, Brazil. In addition, Bogota Colombia’s Trans-Milenio is carrying 45,000 passengers per direction per hour with 2 dedicated lanes, articulated buses, stations with multiple bays, multiple permutations of routes, at-level boarding, pre-board fare system and double doors. (Reference: Edited by Lloyd Wright and Walter Hook (2007) Bus Rapid Transit Planning Guide, Published by the Institute for Transportation and Development Policy, https://go.itdp.org/display/live/Bus+Rapid+Transit+Planning+Guide+in+English

Although BRT is an inexpensive and high-capacity public mode of transport, it is essential to allocate one lane of the road for each direction. When it comes to application in Colombo Metropolitan Area, the limited availability of road space should be taken into account. Figure 2.2.4 shows typical cross-sections with median dedicated bus lanes of normal section and at BRT station sections. While a curb-side bus lane is another option, expected widths of the roads are more or less the same.


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Station BuswayBuswayGeneral Purpose Lane

Separator Separator

SidewalkSidewalk

4.03.4 3.4 0.50.53.2 3.2 0.50.52.0 2.0

Cross Section with Dedicated Bus Lanes

at Bus Station

Shelter

3.23.2

Median BuswayBuswayGeneral Purpose Lane

SeparatorShoulder Separator

SidewalkSidewalk

3.4 3.4 0.50.53.2 3.2 0.70.73.0 3.03.23.2 1.0

General Purpose Lane

General Purpose Lane

29.6m

Shoulder

29.0mCross Section with Dedicated Bus Lanes

Shoulder Shoulder


Figure 2.2.4 Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case)

Unfortunately, only a few roads have a width of more than 29m in Colombo Metropolitan Area (CMA). This implies that application of typical cross-sections might require a significant amount of land acquisition. However, compromises in the width of bus lanes and width of sidewalks can be proposed for CMA taking examples from other countries and bus operation in CMA. As shown in Figure 2.2.5, roads with approximately 25m width can be utilised for BRT keeping 2-lanes open for private vehicles by direction. In the case of one-way roads, approximately 15m is enough to accommodate dedicated lanes for a BRT system. In addition, a reversible bus lane system which can be used for one direction for morning peak hour and the opposite direction for evening peak hour can reduce the width to roughly 20-21m.


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Figure 2.2.5 Compromise Cross-Sections with Dedicated Bus Lanes

Figure 2.2.6 shows roads which can accommodate a BRT system in Colombo Metropolitan Area. While some roads such as Baseline Road, Colombo-Kandy Road, Galle road, Duplication Road and a part of Malabe road have enough width to accommodate it, some sections of Malabe Road such as in the Borella area, Battaramulla area and Malabe area require land acquisition to incorporate a BRT system without reducing the number of lanes for private modes of transport.

3.25m

x2

3.25m

x2

7.5m

2m 2m

24.5m

3.25m

x2

3.25m

x2

4.0m

2m 2m

21m

3.25m

x2

4.0m

2m 2m

14.5m

Two-way Road

Configuration

One-way Road

Configuration

Two-way Road and Reversible Bus

Lane Configuration


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Figure 2.2.6 Current Road Width of Arterial Roads

One-way road with 14+m width Two-way road with 20-25m width Two-way road with 25+m width Other arterial roads


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(3) Automated Guideway Transit (AGT)

Automated Guideway Transit (AGT) is an automated grade-separated transit system with rubber tires. The system is standardised in Japan. Most of the systems are fully automated and driverless systems. Characteristics of AGT are summarised in Table 2.2.5 and Table 2.2.6.

Source: Japan Transportation Planning Association (left and lower right) and Wikimedia Free License Pictures (Upper right)

Figure 2.2.7 Photos of Automated Guideway Transit (AGT)

Table 2.2.5 Characteristics of Automated Guideway Transit (AGT)

Strengths � Flexibility in alignment due to minimum radius of 20m

� Driverless system can minimise human error and reduce operation and maintenance cost.

� Moderate passenger capacity (4,000 – 20,000 passengers per hour, per direction)

� Minimum noise level among all public transport modes

Limitations � Daylight interference and aesthetic concern due to slab structure

� Higher cost compared with bus-based options

Considerations

to

Implementation

� Legal regulations to permit the new mode of transport.

� Institutional arrangements for implementation



Tokyo Singapore


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Table 2.2.6 Specifications of Automated Guideway Transit (AGT)

Capacity 4,000 – 20,000 PPHPD


Land Acquisition Required at station sections


Initial Cost 30 – 60 mn. USD/km

Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passenger)

Daylight Interference Pier and slab interfere with daylight.

Aesthetical Pier and Slab can be an aesthetical concern.

Noise Minimum due to rubber tire system without diesel engine



While AGT is a technically sound and safe mode of transport considering the experience in Japan and other countries, the balance of cost and capacity should be examined and compared with other modes of public transport. It is also noted that the slab structure will interfere with the daylight and landscape of the city.

(4) Monorail

Straddled monorail is a transit system on a single concrete rail which has the highest passenger capacity among the various types of monorails. The specially designed monorail vehicle can grasp the rail and run on the rail as well. While a broader definition of monorail can include a variety of monorail systems such as suspended monorail, the straddled monorail system is discussed in this report as there have been many installations worldwide as a solution for urban transport problems. Characteristics of the monorail are summarised in Table 2.2.7 and Table 2.2.8.

Source: Hitachi Ltd. (Left and Right)

Figure 2.2.8 Photos of Monorail

Daegu, Korea Manufactured by Japanese

Monorail Company


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Table 2.2.7 Characteristics of Monorail

Strengths � Flexibility in alignment due to minimum radius of 60m

� Less daylight interference and less aesthetic concern due to simple beam structure

� High passenger capacity (30,000 passengers per hour, per direction)

� Minimum noise level among all public transport modes

Limitations � Relatively higher initial cost of rolling stock due to complicated structure

� Difficulties in evacuation

� Complex switching system requires slab structure

Considerations

to

Implementation

� Legal regulations to permit the new mode of transport.




Table 2.2.8 Specifications of Monorail



Land Acquisition Required at station sections



Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passengers)

Daylight Interference Pier and beam slightly interfere with daylight.

Aesthetical Pier and beam can be a slight aesthetical concern.

Noise Minimum due to rubber tire system without diesel engine



Monorail is a stable and technically sound system and there are a number of examples in the world such as 5 cities in Japan; 2 cities in the USA; Chongqing, People’s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia. The system can be applied after examination of passenger demand. Although there are some arguments that a monorail system has a drawback for evacuation in case of emergency, several counter measures are available. Passengers in a malfunctioned car can move to other trains by stopping alternate cars in front or side by side. Evacuation can be done by cherry picker and spiral chute as well. Slab structure at switching (turnout) section should be noted for route alignment analysis.


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(5) Light Rail Transit (LRT) (Elevated / Ground)

The word “Light Rail Transit” (LRT) is mainly utilised to describe a steel rail transit system of smaller size compared with a conventional heavy railway. The capacity can vary from 7,000 passengers per hour, per direction to roughly 30,000 passengers per hour, per direction. Some definitions also include modernised tram car and street car systems. In some examples, LRT is a totally elevated system and the function is closer to Mass Rapid Transit, which will be introduced in the following sub-section.

Source: Prof. Akimasa Fujiwara (Right)

Figure 2.2.9 Photos of Light Rail Transit (LRT)

Table 2.2.9 Characteristics of Light Rail Transit (LRT)

Strengths � No daylight interference in the case of a ground level structure

� The system can be applied for both elevated and ground level structure.

� High passenger capacity (30,000 passengers per hour, per direction)

Limitations � Low allowable gradient (3.5%)

� One lane per direction of road will be occupied (in the case of ground level structure).

� Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles (in the case of ground level structure).

� Travel speed can be limited in the case of a non-elevated system due to delay at intersections (in the case of ground level structure).

� Daylight interference and aesthetic concern (in the case of elevated structure)

� There is a noise from steel rail and tires.

Manila Hiroshima


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Considerations

to

Implementation


� Traffic arrangements at intersections should be scrutinised (in the case of ground level structure).

� Legal regulations are required to exclude passenger cars in an LRT lane (in the case of ground level structure).


� Implementation requires close coordination with the police, road development authority and local authorities.


Table 2.2.10 Specifications of Light Rail Transit (LRT)



Land Acquisition Ground level section: 25m width of road is required

Elevated section: Required at station sections




($0.04 per passengers)

Daylight Interference Ground level section: None

Elevated section: Pier and slab interfere with daylight.

Aesthetical Ground level section: Electric feeder cables

Elevated section: Pier and slab can be an aesthetic concern.

Noise Medium due to steel tire system without diesel engine



There are a number of LRT examples in both the developing and developed world. The largest merit of LRT is that it can be applied for both elevated and at grade sections. Ground level sections might reduce initial cost. It also should be noted that ground level LRT possesses characteristics similar to BRT which means that it requires ample width for LRT track installation. Several obstacles of both elevated and ground level sections should be taken into consideration for application in CMA.

(6) Mass Rapid Transit (MRT) (Elevated / Underground) and Modernised Railway

It is widely accepted that mass rapid transit (MRT) has the highest sectional passenger capacity among all modes of transport. It is dependent on the system specifications, but, it reaches 60,000 passengers per hour, per direction (PPHPD). The system characteristics are generally the same as a conventional railway system, stop spacing is shorter and train operation is much more frequent. Therefore, electric trains are mainly used because electric trains have higher acceleration and deceleration capacity and are economically efficient for frequent operation.


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Comfortable air-conditioned trains are usually utilised to enhance the modal shift from the private mode of transport. Characteristics of MRT are summarised in Table 2.2.11 and Table 2.2.12.

Source: Oriental Consultants (Upper Left and Lower Left); http;//ksweb.org/ (Upper Right); JR West (Lower Right)

Figure 2.2.10 Photos of Mass Rail Transit (MRT) and Modernised Railway

Table 2.2.11 Characteristics of Mass Rail Transit (MRT) and Modernised Railway

Strengths � Highest passenger capacity (60,000 passengers per hour, per direction)

� No daylight interference in the case of underground structure

� High travel speed

Limitations � Highest cost, especially for underground sections

� Daylight interference and aesthetic concerns (in the case of elevated structure)

� Low allowable gradient (3.5%)

� There is a noise from steel rail and tires. (in the case of elevated structure)

Considerations

to

Implementation

� Huge initial investment

� Lengthy construction duration


� Legal regulations needed for utilization of underground land (in the case of underground structure).



Bangkok

Delhi Suburban Tokyo

Suburban Osaka


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Table 2.2.12 Specifications of Mass Rail Transit (MRT) and Modernised Railway



Land Acquisition Elevated Section: Required at station sections and curve sections

Underground Section: Only entrance, exits, sharp curve section and depot

Stop Spacing 1.5 – 2 km

Initial Cost Elevated Section: 45 – 60 mn. USD/km

Underground Section: 90 – 100 mn. USD/km


($0.03 per passengers)

Daylight Interference Elevate Section: Pier and slab interfere with daylight.

Underground Section: None

Aesthetical Elevated Section: Pier and slab can be an aesthetic concern.


Noise Medium due to steel tire system without diesel engine



2.2.2 Points to Be Considered for Mode Selection

(1) Capacity and Scheduled Speed

For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. Figure 2.2.11 describes the characteristics of each public transport mode in terms of transport capacity and scheduled speed. Needless to say, transport capacity must be higher than transport demand or it causes congestion. Scheduled speeds are also key indicators for mode selection which significantly affect mode choice behaviour. In addition to capacity and scheduled speed; economic, environmental and social aspects also are critical aspects for mode selection.


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0

10,000

20,000

30,000

40,000

50,000

0 10 20 30 40

Mass Rapid

Transit (MRT)

elevated or

underground

Monorail




AGT

(Tokyo, Japan)

Monorail

(Okinawa, Japan)

MRT-Underground

(Delih, India)

BRT

(Nagoya, Japan)LRT(Manila, Philippines)

MRT-Elevated(Bangkok, Thailand)

Automated

Guideway Transit

BRT (AGT)

Bus Priority

System


Figure 2.2.11 Passenger Capacity and Scheduled Speed of Public Transport Modes

(2) Land Acquisition

In Sri Lanka, land acquisition is one of the major reasons for delay in project implementation. For the smooth implementation of a project, it is recommended to avoid land acquisition. As some transport modes require significant land area, it is virtually impossible for the government to implement the project considering the availability of human resources and budget constraints.

(3) Accessibility (Stop Spacing)

From the users’ perspective, accessibility to the transit station significantly affects mode choice behaviours. It is also important for the government to improve accessibility to public transport for those who cannot afford to purchase private vehicles. On the other hand, short station intervals might reduce travel speed of the transit. In general, transit using steel tires and rails requires longer distance for acceleration and deceleration compared with rubber tire and concrete rail. These system characteristics, engine capacity and average travel speed determines optimum stop spacing by mode.

(4) Project Cost (Initial Cost and Operation and Maintenance Cost)

Transit systems usually require an enormous amount of initial investment as they require huge infrastructures and rolling stock. While the government can request a loan from several


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development partners, the long-term financial capability of the government of Sri Lanka should be taken into account.

Even though the government could afford to fund the initial investment for a transit system, operation and maintenance cost can burden the government budget. To achieve financially sustainable transit modes, it is expected that fare revenue can cover operation and maintenance cost.

(5) Environmental Considerations (Daylight interference, aesthetical concerns and noise)

Colombo is known as the “Garden City” with a number of parks and trees. For instance, Viharamahadevi Park is located in front of the line from National Hospital to Kollupitiya. The section from Sethsiripaya to Rajagiriya passes the lake side of Diyawanna lake. To avoid a dark and covered pedestrian environment, daylight interference should be minimised.

Many historic buildings are located along the Malabe corridor such as in the National Hospital (Town Hall) area and Fort area. Thus, special attention should be paid to minimise the impact on the landscape. Especially, the National Hospital (Town Hall) intersection is surrounded by historic buildings of the national hospital and a church.

At the intersection of Borella, there is a Bo tree which is considered to be very important among the people in the area. As the monorail alignment passes the area, mitigation measures should be taken.

Other environmental impacts such as noise level and impact on water retention in the depot area can be additional criteria to be considered.

2.2.3 Why Monorail for Malabe Corridor?

The scheduled speed and passenger capacity of public transport modes is shown in Figure 2.2.12. The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in 2035.


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0

10,000

20,000

30,000

40,000

50,000

0 10 20 30 40

Mass Rapid

Transit (MRT)

elevated or

underground

Monorail




Automated

Guideway Transit

BRT (AGT)

Bus Priority

System

2035 forecasted demand

2025

2020

Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand.


Figure 2.2.12 Scheduled Speed and Passenger Capacity of Public Transport Modes

or transport modes introduced in sub-section 2.2.1, a multi-criteria analysis (MCA) was conducted from eight points to be considered. This is described in sub-section 2.2.2. The analysis result is summarised in Table 2.2.13.


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Table 2.2.13 Multi-Criteria Analysis on Mode Selection for Malabe Corridor

System Require

ment

Bus

Priority

System

BRT AGT Monorail LRT MRT -

Elevated

MRT - Underground

Capacity* 6k (‘20) 7k (’25) 22k (‘35)

--- (-10k)

-- (3-13k)

- (4-20k)

+ (7-30k)

+ (7-30k)

-- (18-60k)

-- (18-60k)

Scheduled

Speed

30km/h

-- (10-20 km/h)

- (15-25 km/h)

0 (20-30 km/h)

++ (20-40 km/h)

++ (20-40 km/h)

++ (30-40 km/h)

++ (30-40 km/h)

Land

Acquisition

Nearly 0

+++ (no

acquisition)

--- (along roads)

+ (only

stations)

+ (only

stations)

- (station & some roads)

-- (station & curve

sections)

++ (station exit

only)

Stop

Spacing

0.5 – 1.0 km

+ 0.3 – 1 km

+ 0.5 – 1 km

+ 0.5 – 1 km

+ 0.5 – 1 km

+ 0.3 – 1 km

- 1.5 – 2 km

- 1.5 – 2 km

Initial Cost N/A

+++ (USD ~1 M/km)

+++ (USD 2 M/km)

- (USD 30-60 M/km)

- (USD 30-60 M/km)

-- (USD 35-60 M/km)

-- (USD 45-60 M/km)

--- (USD 90-100 M/km)

O&M Cost N/A

N/A

0 (USD 1.3 / car-km) ($0.03 per pax.)

- (USD 2.0 / car-km) ($0.04 per pax.)

0 (USD 2.5 / car-km) ($0.03 per pax.)

- (USD 4.0 / car-km) ($0.04 per pax.)

0 (USD 5.0 / car-km) ($0.03 per pax.)

0 (USD 5.0 / car-km) ($0.03 per pax.)

Daylight

Interference

Minimum Interferen

ce

+++ (Not at all)

+++ (Not at all)

-- (Pier & Slab)

- (Pier & Beam)

-- (Pier & Slab)

-- (Pier & Slab)

+++ (Not at all)

Aesthetic

Concern

Minimum Concern

+++ (No

Concern)

++ (Station only)

-- (Pier & Slab)

- (Pier & Beam)

-- (Pier & Slab)

-- (Pier & Slab)

+++ (Not at all)

Noise Minimum Noise



- (Rubber Tire)

- (Rubber Tire)



+ (No noise to ground level)

Total

Evaluation

Not Suitable

due to ---

Not Suitable

due to --- 2 1 2 3

Not Suitable due to

---

Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1,000.

+++ Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative

++ Clearly Positive N/A No Information -- Clearly Negative

+ Slightly Positive - Slightly Negative


The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in 2035. Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed.


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The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width as mentioned in sub-section 2.2.1(2). As shown in Figure 2.2.6 regarding Current Road Width of Arterial Roads, the selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided.

Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail.

Source: Hitachi Ltd.

Figure 2.2.13 Image of Slab and Beam Structure

Slab Structure Beam Structure


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In terms of capacity, monorail matches forecast demand of 2035. As scheduled speed is roughly 30km/h, it can enhance the modal shift from passengers using private modes of transport. Land acquisition also can be minimised by using the minimum radius of 60m and slim station structures. Although initial cost is not small, operation and maintenance cost per passenger can be slightly lower than AGT and LRT. While monorail is an elevated structure, the impact on the landscape and daylight for pedestrians can be minimised because of the simple beam and pier structure. Noise is also the minimum level among all public modes of transport due to rubber tires and concrete rails as well as an electric motor. In general, a monorail has no critical points in application in the Malabe corridor. In addition, monorail can minimise land acquisition. It also has an advantage in the simple beam and pier structure compared with AGT and LRT. However, the location of switching (or turnouts) should be carefully examined as it requires a slab structure.

Capacity and speed of Light Rail Transit (LRT) is almost the same as the monorail and matches the forecast demand of Malabe corridor. However, LRT has several drawbacks compared with a monorail. Due to LRT’s characteristics of 3.5% maximum gradient and slab structure, it might require more land acquisition for installation in addition to station sections. Although initial investment and operation and maintenance cost are almost the same as the other systems, the slab structure will affect the aesthetics of the landscape along the corridor. Daylight also will be interfered with. As LRT uses steel rails and tires, noise level is higher than a rubber tire and concrete rail system.

Since both the elevated mass rapid transit (MRT) system and the light rail transit (LRT) system are steel rail-based modes of transport, physical characteristics such as daylight interference, aesthetic concerns and noise are common in general. As MRT has a higher capacity and speed compared with LRT, initial cost is higher than LRT. Considering the forecast demand in 2020 (8,000 PPHPD) and in 2025 (9,000 PPHPD), MRT capacity of 18,000 – 60,000 PPHPD can be an excessive investment as initial cost is generally higher than LRT. Land acquisition also will be essential due to the larger minimum curve radius (roughly 100-200m) and smaller maximum gradient of 3.5%.

Underground MRT is designed to avoid the disadvantages of the elevated and ground level structures such as daylight interference, aesthetic concerns, noise and land acquisition. The underground structure without level crossings allows high speed train operations. Capacity is the same as the elevated MRT where demand of 2020 and 2025 is far less than the capacity. The most significant point to be considered, is the huge initial investment. Underground structures can cost more than double or three times that of elevated.

In summary, the bus priority system, bus rapid transit (BRT) and underground mass rapid transit were screened out due to clearly negative aspects such as capacity, land acquisition and cost. Among the four modes of transport, monorail was selected for various aspects such as less impact on daylight and landscape due to simple beam structure, minimum land acquisition and appropriate capacity, cost and scheduled speed as shown in Figure 2.2.12.

For transport modes introduced in sub-section 2.2.1, a multi-criteria analysis (MCA) was conducted from eight points to be considered. This is described in sub-section 2.2.2. The analysis result is summarised in Table 2.2.13.


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