ComTrans Study by JICA Report

DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
MINISTRY OF TRANSPORT
URBAN TRANSPORT SYSTEM

DEVELOPMENT PROJECT
FOR COLOMBO METROPOLITAN REGION AND SUBURBS
URBAN TRANSPORT MASTER PLAN
FINAL REPORT
SUMMARY
AUGUST 2014
JAPAN INTERNATIONAL COOPERATION AGENCY

EI
ORIENTAL CONSULTANTS CO., LTD. JR
14-142
DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
MINISTRY OF TRANSPORT

DEVELOPMENT PROJECT
FOR COLOMBO METROPOLITAN REGION AND SUBURBS
URBAN TRANSPORT MASTER PLAN
FINAL REPORT
SUMMARY
AUGUST 2014
JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS CO., LTD.
US$1.00 = LKR 130.454973684211
US$1.00 = JPY101.79
(Exchange rate of May 2014)

DEVELOPMENT PROJECT
FOR
COLOMBO METROPOLITAN
REGION AND SUBURBS
FINAL REPORT
(Summary)
TABLE OF CONTENTS
Executive Summary
CHAPTER 1 Introduction ....................................................................................................... 1

1.1 Background.......................................................................................................... 1
1.2 Study Objective ................................................................................................... 1
1.3 Study Area and Planning Area ............................................................................ 2
1.4 Scope of the Study ............................................................................................... 4
1.5 Structure of Final Report ..................................................................................... 4
CHAPTER 2 Socio-economic Conditions and Urban Structure .......................................... 5

2.1 Population ............................................................................................................ 5
2.1.1 Population Growth............................................................................................... 5
2.1.2 Spatial Distribution and Growth Trend ............................................................... 5
2.2 Land Use Patterns and Urban Structure .............................................................. 7
2.2.1 Land Use Patterns ................................................................................................ 7
2.2.2 Current Urban Centres and Urbanised Area ...................................................... 10
2.3 Economic Activity ............................................................................................. 11
2.3.1 GRDP of the Western Province ......................................................................... 11
2.4 Motor Vehicle Registrations and Ownership .................................................... 12
CHAPTER 3 Present Urban Transport Problems and Planning Issues............................ 13

3.1 Present Urban Transport Problems .................................................................... 13
3.1.1 Traffic Congestion ............................................................................................. 13
3.1.2 Problems of the Railways .................................................................................. 14
3.1.3 Problems in Bus Transport and Other Road-Based Public Transport ............... 18
3.1.4 Problems on Road Network............................................................................... 21
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3.1.5 Problems on Traffic Control and Traffic Management ..................................... 23
CHAPTER 4 Perspective of Colombo Metropolitan Area .................................................. 25

4.1 Identification of the Colombo Metropolitan Area ............................................. 25
4.1.1 Identification of the Colombo Metropolitan Area (CMA) ................................ 25
4.1.2 Socio-Economic Framework ............................................................................. 26
4.1.3 Forecast of Population by Income Group .......................................................... 28
4.2 Urban Structure of the Western Province .......................................................... 29
4.2.1 Envisioned Urban Centres and Urbanised Area ................................................ 29
4.3 Population Distribution ..................................................................................... 30
4.3.1 Future Population Distribution .......................................................................... 30
CHAPTER 5 CoMTrans Urban Transport Master Plan .................................................... 32

5.1 Future Perspective of Colombo Metropolitan Area........................................... 32
5.1.1 Perspective of Socio-Economic Aspect and Urban Structure ........................... 32
5.1.2 Projected Transport Demand ............................................................................. 33
5.2 Planning Issues for Urban Transport System Development .............................. 33
5.2.1 Dealing with Peak Transport Demand and Concentration of Traffic
in the City Centre............................................................................................... 33
5.2.2 Need to Shift from Private Modes of Transport to Public Transport ................ 33
5.2.3 Environmental Friendly Transport System........................................................ 35
5.2.4 Transport Facilities for the Physically Handicapped ......................................... 35
5.2.5 Transport System to Promote Health................................................................. 35
5.3 Objectives for Urban Transport System Development ...................................... 35
5.3.1 Equity in Transport to All the Members in Society........................................... 35
5.3.2 Efficiency in Transport Systems to Support Economic Activities .................... 36
5.3.3 Environmental Improvement and Health Promotion related to Transport ........ 36
5.3.4 Traffic Safety and Security in Transport ........................................................... 37
5.4 Urban Transport Policy ..................................................................................... 37
5.5 Analysis on Major Transport Corridors............................................................. 38
5.5.1 Seven Major Transport Corridors ...................................................................... 38
5.5.2 Comparison of Public Modes of Transport ....................................................... 39
5.5.3 Selection of Appropriate Transport System for Seven Corridors ...................... 39
5.5.4 Selected Transport System Development Options for Seven Corridors............ 40
5.6 Urban Transport System Development Scenarios ............................................. 40
5.6.1 Preparation of Urban Transport System Development Scenarios ..................... 40
5.7 Evaluation of Urban Transport Development Scenarios ................................... 41
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5.8 Strategies for Urban Transport System Development ....................................... 42
5.8.1 Strategies for Integration with Urban Planning ................................................. 42
5.8.2 Strategies for Transport Planning ...................................................................... 43
5.8.3 Strategies in Project Implementation ................................................................. 43
5.9 Inter-City Transport Systems............................................................................. 45
5.9.1 Inter-city Passenger Transport Systems ............................................................ 45
5.9.2 Inter-city Cargo Transport System .................................................................... 45
5.10 Urban Transport System Development Programmes ........................................ 46
5.10.1 Urban Transport System Development Programme (1)
for Promotion of Public Transport Use ............................................................. 46
for the Alleviation of Traffic Congestion .......................................................... 50
for Reduction of Air Pollutants/Traffic Noise and Promotion of Health .......... 53
for Reduction of Fatalities and Injuries in Traffic Accidents
and Improvement of Security ............................................................................ 56
5.11 CoMTrans Urban Transport Master Plan .......................................................... 57
CHAPTER 6 Implementation Plan and Institutional Arrangement ............................ 63

6.1 Implementation Plan for CoMTrans Master Plan.............................................. 63
6.1.1 Total Investment Cost Required for CoMTrans Master Plan Implementation .. 63
6.1.2 Government Budget Requirement to Implement CoMTrans Master Plan ........ 65
6.2 Institutional Setup and Regulatory Framework for Urban Transport ................ 67
6.2.1 Transport Administration in Sri Lanka .............................................................. 67
6.2.2 Towards the Realisation of CoMTrans Master Plan.......................................... 69
CHAPTER 7 Conclusions and Recommendations for Materialisation

of CoMTrans Urban Transport Master Plan ............................................... 72
7.1 Conclusions ....................................................................................................... 72
7.2 Recommended Immediate Actions to be Taken ................................................ 73
CoMTrans Proposed Project Profile
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LIST OF FIGURES
Figure 1.3.1 Study Area ............................................................................................................... 3
Figure 1.4.1 Scope of Urban Transport Master Plan .................................................................... 4
Figure 2.1.1 Census Population in the Western Province ............................................................ 5
Figure 2.1.2 Population Density in Residential Areas in the Western Province (2001/ 2012) .... 6
Figure 2.1.3 Employed Population Density at Working Places in 2013 ...................................... 7
Figure 2.2.1 Land Use in 2013 ..................................................................................................... 8
Figure 2.2.2 Land Use of Colombo Municipal Council (2013) ................................................... 9
Figure 2.2.3 Functional Hierarchy of Urban Centres ................................................................. 10
Figure 2.2.4 Urbanised Areas in 1981, 1996 and 2012 .............................................................. 11
Figure 2.4.1 Vehicle Population in the Western Province ......................................................... 12
Figure 3.1.1 Concentration of Trip Attraction in CMC ............................................................. 13
Figure 3.1.2 Travel Speed in CMC in the Evening Peak Hour .................................................. 14
Figure 3.1.3 Travel Speed in CMC in the Morning Peak Hour ................................................. 14
Figure 3.1.4 Number of Tracks on Railways ............................................................................. 14
Figure 3.1.5 Age Distribution of Rolling Stock ......................................................................... 16
Figure 3.1.6 Deformation of Rail ............................................................................................... 16
Figure 3.1.7 Irregularity of Alignment ....................................................................................... 16
Figure 3.1.8 Broken Signal ........................................................................................................ 16
Figure 3.1.9 Train Distribution Diagram ................................................................................... 17
Figure 3.1.10 Revenue, Expenditure and Profit/Loss of the Sri Lanka Railways ...................... 17
Figure 3.1.11 Bus Operation during 7 - 8 AM in the CMC and Surroundings .......................... 18
Figure 3.1.12 Bus Terminals and Stops in the Pettah Area ........................................................ 19
Figure 3.1.13 Existing Road Network in CMA.......................................................................... 22
Figure 3.1.14 Fatalities by Transport Mode ............................................................................... 24
Figure 3.1.15 Number of Accidents and Injured in the Western Province ................................ 24
Figure 4.1.1 Colombo Metropolitan Area .................................................................................. 25
Figure 4.1.2 GRDP Projection by Industrial Sector in Western Province ................................. 26
Figure 4.1.3 Proportion of Forecast Employed Population in Western Province ...................... 27
Figure 4.1.4 Projected Employed Populations by Industry Sector............................................. 27
Figure 4.1.5 Proportion of Projected Population by Income Level in the Western Province .... 28
Figure 4.2.1 The Most Popular Destinations with Two Largest Trips from Each Zone ............ 29
Figure 4.2.2 Envisioned Urban Structure of Western Province ................................................. 30
Figure 4.3.1 Projected Population Densities 2035 ..................................................................... 31
Figure 5.1.1 Increase of Person Trip Demand by Region: 2013 – 2035 .................................... 32
Figure 5.2.1 Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian Cities 34
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Figure 5.2.2 Public Transport Mode Share and Timing of Transit Investment ......................... 34
Figure 5.2.3 Number of Accidents and Injured in the Western Province .................................. 35
Figure 5.4.1 Relationship between Urban Transport Policies .................................................... 37
Figure 5.5.1 Number of Passengers by Mode of transport on Seven Corridors ......................... 38
Figure 5.5.2 Number of Vehicles by Vehicle Type on Seven Corridors ................................... 38
Figure 5.5.3 Seven Transport Corridors ..................................................................................... 38
Figure 5.5.4 Average Travel Speed in Morning Peak Hour on Seven Corridors ....................... 38
Figure 5.5.5 Key Performance Indicators (KPIs) ....................................................................... 40
Figure 5.8.1 Conceptual Method of Land Re-plotting ............................................................... 44
Figure 5.8.2 Conceptual Method of Urban Renewal.................................................................. 44
Figure 5.10.1 Typical Cross Section of BRT System ................................................................ 49
Figure 5.10.2 Flyover Development Plan .................................................................................. 51
Figure 5.10.3 Dompe Line Development Plan ........................................................................... 53
Figure 5.10.4 Example of Pedestrian Paths in Colombo ............................................................ 55
Figure 5.10.5 Typical Cross Section of Pedestrian and Cycle Way........................................... 55
Figure 5.10.6 Pedestrian Path and Bicycle Road Network ........................................................ 55
Figure 5.11.1 CoMTrans Urban Transport Master Plan 2035 ................................................... 61
Figure 5.11.2 CoMTrans Urban Transport Master Plan and Urban Structure in CMA ............. 62
Figure 6.1.1 Investment Cost, O&M Cost and Revenue of CoMTrans Master Plan Projects ... 64
Figure 6.1.2 Estimated Investment Cost and OM Cost of CoMTrans Master Plan ................... 66
Figure 6.2.1 Urban Transport Council ....................................................................................... 70
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LIST OF TABLES
Table 2.3.1 GRDP at Current Market Prices of the Western Province (2006 – 2011)............... 12
Table 3.1.1 Average Scheduled Train Operation Speed ............................................................ 15
Table 3.1.2 Road Density in Selected Cities .............................................................................. 21
Table 4.1.1 Projected Population of Western Province to 2035................................................. 26
Table 4.1.2 Projected Student Populations in Western Province and CMA .............................. 28
Table 5.5.1 Comparison of Public Transport Options................................................................ 39
Table 5.5.2 Selected Development Options for Each Corridor .................................................. 40
Table 5.7.1 Evaluation of Urban Transport System Development Scenarios ............................ 41
Table 5.10.1 Estimated Passenger Demand at Multi-modal Transport Hub in 2035 ................. 46
Table 5.11.1 Projects in Program (1) for Promotion of Public Transport Use ........................... 57
Table 5.11.2 Projects in Programme (2) for Alleviation of Traffic Congestion ........................ 59
Table 5.11.3 Projects in Programme (3) for Reduction of Air Pollutants/Traffic Noise
and Promotion of Health ................................................................................... 60
Table 5.11.4 Projects in Program (4) for Reduction of Transport Accidents
and Improvement of Security ............................................................................ 60
Table 6.1.1 Total Investment Requirements for the Entire CoMTrans Master Plan Realisation 64
Table 6.1.2 Total Investment Requirements for the Entire CoMTrans Master Plan Realisation
(PPP Financing Scheme) ................................................................................... 65
Table 6.2.1 Transport Administrative Structure by Transport Mode ......................................... 67
Table 6.2.2 Functional Responsibilities of Transport related Institutions.................................. 68
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Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs
CoMTrans Urban Transport Master Plan
Summary Report
Executive Summary
Executive Summary: Final Report
1. Introduction
The transport demand has increased remarkably
over the past few years, especially in the Colombo
Metropolitan Area (hereinafter referred to as
CMA), which consists of the Colombo Municipal
Council (hereinafter referred to as CMC) and the
adjacent area, which is shown in Figure 1.1.
Due to the increase in traffic demand, the speed of

vehicles on the roads has declined resulting in
higher vehicle operating costs for vehicle owners
and environmental deterioration on the entire
community. These impacts negatively affect not
merely the economic development in the CMA, but
also that of the country because roughly half of the
country’s economic activities are concentrated in
this area. In addition, the nation’s largest
international seaport and airport are located within
the area. The CMA, therefore, requires
improvement and development of the transport
system to tackle the increasing transport demand.
As the largest metropolitan area in Sri Lanka, the

population of CMA was 3.7 million inhabitants in
Source: CoMTrans Study Team
2012. It is estimated that the total population of Figure 1.1 Colombo Metropolitan
CMA will increase to 5.1 million people in 2035 Area
and economic growth with urban development plans are expected. The total person trip demand
would increase 1.75 times and the trip demand made by private modes of transport would increase
rapidly due to the anticipated increase of household incomes.
Current traffic congestion becomes serious during the morning and evening peak periods within
and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will
worsen due to the anticipated increase of demand if appropriate countermeasures are not taken.
Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers,
an insufficient capacity of public transport and poor enforcement of traffic rules aggravate the
situation.
2. Urban Transport Problems in CMA

The urban transport problems have been explored to identify the urban transport planning issues.
2.1 Traffic Congestion
Traffic congestion has been worsening in recent years on the road network in the central area of
CMA. Traffic congestion has brought about huge economic loss by increasing vehicle operating
cost as well as travel time cost.
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(1) Concentration of Trip Attraction
Concentration of trip attraction can be observed inside CMC. This concentration is one of the
causes for traffic congestion in CMA as shown in Figure 2.1.
(2) Traffic Congestion in Morning and Evening Peak Hour
Traffic congestion is observed in the morning and evening peak periods at intersections of radial
arterial roads, especially around the periphery of CMC and inner cities such as Borella, Maradana,
Dematagoda, Town Hall and Nugegoda according to the travel speed survey as illustrated in
Figure 2.2.
Divulapitiya Divulapitiya Trip Attraction Density
Negombo All Purposes - Western Province
Average Travel Speed 17 - 18
Mirigama
Mattakkuliya
Katana
Minuwangoda
Attanagalla
Modara Kelaniya
Ja-Ela Gampaha
Kotahena
Peliyagoda
Mahara
Wattala
Dompe
Maligawatta
Kelaniya
Biyagama
Pettah
Colombo Aluthkade Dematagoda
Kolonnawa
Hanwella
Fort
Thimbirigasyaya Kaduwela
Sri Jayawardanapura Kotte
Maradana
Galle Face
Kuppiawatta
Dehiwala Maharagama Slave Island
Padukka
Homagama
Rathmalana
Wattala
Mahara Kollupitiya Borella
Kesbewa
Moratuwa
Cinnamon Garden
Ingiriya
Horana Kelaniya
Biyagama
Panadura
Bandaragama
Colombo
Bambalapitiya Thimbirigasyaya
Kolonnawa
Legend Narahenpita
Legend Millaniya
Madurawala Bulathsinhala
Travel Speed
Trip Density (trip/ha) Below 10 km/h
< 20 Kaluthara Kaduwela
Thimbirigasyaya 10 - 20 km/h
< 50 20 - 30 km/h
< 100
30 - 40 km/h Wellawatta
Dodangoda
< 200
40 - 50 km/h
Agalawatta
< 400
Above 50 km/h
< 600 Dehiwala Palindanuwara Maharagama
CMC Boundary
< 800
Beruwala Mathugama 0 0.375 0.75 1.5 2.25 3
< 1,000 Kesbewa
Kilometers
1,000 - Rathmalana
Walallawita
Source: CoMTrans Study Team Source: CoMTrans Study Team
Figure 2.1 Concentration of Trip Figure 2.2 Travel Speed in CMC

Attraction in CMC in the Evening Peak Hour
2.2 Urban Transport Problems by Sub Transport Sector
Urban transport problems have been identified by sub transport sector as listed below;
(1) Problems of the Railways
• Insufficient Linkage of the Network

• Lack of Feeder Service for Railways
• Insufficient Integration among Public Transport
• Lack of Railway Access to the International Airport
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• Slow Operational Speed of Trains
• Deteriorated Rolling Stock, Track and Signalling Systems
• Insufficient Line Capacity
• Insufficient Revenue of Sri Lanka Railways
• Insufficient Expenditure for Maintenance
• Low Level of Service of Kelani Valley Line
(3) Problems in Bus Transport and Other Road-Based Public Transport
• Low Bus Operation Speed due to Traffic Congestion on Roads

• Pettah-Centred Bus Network
• Lack of Integration with Railways and Other Bus Terminals
• Low Service Level of Bus Operation
• Difficulty in Improvement of SLTB’s Bus Service
• Inconvenient Bus Operation for Passengers due to Bus Rental System of Private Bus
Operation
• Difficult Coordination between Public and Private Bus Operations
• Insufficient Support for Bus Fare Discount for the Transport Poor
• Insufficient Management on Bus Operation
• Market-Driven Regulatory Scheme of Road-Based Public Transport Modes
(4) Problems on Road Network
• Insufficient Road Network

• Lack of Pedestrian Space
• Lack of Road Network Master Plan for the CMA
• Lack of Road Design Standards for Urban Roads
• Low Accessibility of the Existing Expressway Network
• Need to Enhance Access to Colombo Port for Cargo Transport
• Lack of Linkage of Expressway Network
(5) Problems on Traffic Control and Traffic Management
• Traffic Congestion at Intersections

• Reduction of Traffic Capacity due to On-street Parking
• Traffic Accidents involving Pedestrians and Motorcycles
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3. Urban Transport Planning Issues in Colombo Metropolitan Area
3.1 Perspective of Socio-Economic Aspect and Urban Structure
(1) Urban Development in the City Centre and Suburbanisation
Urban development projects are planned mainly in the city centre and job opportunities will
increase in the central area. Since the residential area will disperse and the urban area will be
expanded to the suburb, it implies that commuter trips to the city centre will increase and the
travel distance of commuters will be longer due to the dispersion of the residences of the
population.
(2) Increase in Real Household Income
As high economic growth is expected in the

nation, real term household income will
increase. In accordance with GRDP
growth, real household income would also
increase proportionally. It is estimated that
the composition of Group C households, of
which the monthly income is lower than Rs
40,000, would decrease from 67.8 % in 2012
to 12.5 % in 2035 as shown in Figure 3.1. Note: 2012 Estimation from CoMTrans Home Visit Survey.
In contrast the composition of Group A 2015-2035 projection, CoMTrans Study Team
It is considered that income 80,000 and over is Group A ,
households, of which the monthly income is income between 40,000 and 79,999 is Group B and,
higher than Rs 80,000 would increase from income below 39,999 Rs is Group C.
7.6% in 2012 to 56.3% in 2035. Figure 3.1 Projected Population by Income
Level in the Western Province
(3) Increase in Ownership of Private Modes of Transport
The increase of household income would bring about an increase of ownership of private
passenger cars and motorcycles. The increase of private modes of transport naturally increases
traffic demand on the roads and would cause serious traffic congestion.
(4) Projected Transport Demand
In 2035 the total person trip production in

the CMA would increase to almost 12.2
million person trips per day and this is 1.75
times of the present demand of 6.9 million
person trips per day as illustrated in Figure
3.2.
3.2 Planning Issues for Urban Transport

System Development
It is anticipated that traffic congestion will Source: CoMTrans Estimate

continue getting worse and worse without Figure 3.2 Increase of Person Trip Demand
efforts on the improvement of public by Region: 2013 – 2035
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transport systems and the restriction of private modes of transport by the Government. Planning
issues in urban transport system development are identified as follows:
(1) Dealing with Peak Transport Demand and Concentration of Traffic in the City Centre
Traffic congestion is brought about by peak traffic demand in time and spatial concentration of
vehicular traffic in the city centre. To tackle the traffic congestion problem, one way is to flatten
the peak demand. Another countermeasure is to distribute traffic concentration in the city centre
to sub centres. This would be achieved by developing urban centres in suburban areas where a
sufficient number of job opportunities should be provided. By distributing job opportunities in
sub centres, these sub centres would attract the employed population from the surrounding areas
and could reduce traffic concentration in the city centre.
(2) Anticipated Shift to Private Modes of Transport
According to the historical trend of modal shift in the last 28 years, the number of passengers
crossing CMC boundary by private mode of transport increased approximately 2.5 times while the
number of passengers using public transport remained roughly static. The vehicle ownership in
recent years also shows a surge in the number of passenger cars, three-wheelers and motorcycles.
Group A households are captive to private modes of transport according to the Home Visit Survey
results. Taking into consideration the fact that economic growth is expected in the CMA with
huge urban development projects, the modal shift to private modes of transport will be accelerated
if no government intervention is taken.
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 speed of buses would decrease. 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.
(3) Necessity to Develop Extensive Congestion-Free Public Transport Network
To deal with the traffic congestion problem in the city, the reduction of vehicular traffic demand is
the main issue to pursue. Since the total travel demand in Colombo Metropolitan Area would
increase in the planning period, a shift to public transport from private modes of transport is a
challenging task for the Government. As traffic demand increases, traffic congestion on the road
network would be worse and travel speed would be reduced in the future. The operation speed
of ordinary buses will also be lower due to traffic congestion.
Public transport systems generally provide less convenient and longer travel time compared to
private modes of transport, which can provide door-to-door service. Consequently, the public
transport network to be introduced should be at a high level of service and congestion free by
providing dedicated transport space in order to compete with private modes of transport.
In this regard, a heavy rail system, a medium-sized transit system and a bus rapid transit system
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can be regarded as public transport systems with a high level of service in terms of operational
speed and punctuality. It is therefore recommended to formulate the public transport systems for
the Colombo Metropolitan Area with these congestion free systems and cover the public transport
service area as widely as possible.
(4) Transport Facilities for the Physically Handicapped
At present barrier free facilities such as elevators and escalators are not yet provided at railway
stations and bus terminals. Thus it is not convenient for physically handicapped people to use
public transport. It is required to provide such facilities to support them to travel as normal
people in the city.
(5) Transport System to Promote Health
Transport facilities for walking and bicycles have not had attention paid to it for a long time.
Walking and bicycling has become popular since these modes are environmentally friendly and
good for health. Walking is the most basic means for travel; therefore, the walking environment
should be improved and developed in the future. Development of a pedestrian network separated
from car traffic is good from the viewpoint of safety and good health overall. Furthermore,
improvement in the walking environment would support the promotion of public transport use
since when people use buses and the railways, they usually access the railway station and bus
stops on foot.
4. Objectives for Urban Transport System Development

The analysis of the present urban transport problems and the planning issues in the Colombo
Metropolitan Area have led to the identification of four major objectives which the urban transport
system development needs to pursue.
(1) Equity in Transport to All the Members in Society and Affordability of Public Modes of
Transport
A minimum level of transport service should be provided to all members of society. In the CMA,
the mobility of Group C is limited due to their insufficient income. The role of public transport
is thus of great importance in providing affordable means of transport for the Group C people to
access urban services. At the same time, it is necessary to develop transport facilities for the
physically challenged. Such facilities are seldom seen in the CMA at the present time and the
gradual improvement of transport facilities is needed.
A rail-based transport system is better than a bus rapid transit (BRT) and other types of public
transport systems since a rail-based transport in general have a larger passenger transport capacity
than ordinary bus transport. Usually, rail-based transport has a grade separated structure and is
not disturbed by other modes of transport; consequently, it runs faster than BRT since BRT usually
must stop at intersections. However, it requires a huge amount of investment as well as having a
higher operation cost. This implies that the system needs to charge the passengers a higher
transport fare. According to the Home Visit Survey, the Group C with a monthly income less
than Rs 40,000 pays about Rs 4,000 for transport. This implies that about 10% of household
income is consumed for transport. According to worldwide household expenditure statistics, the
average transport expense is usually around 10% of household income and if it exceeds the 10%,
households must sacrifice some other expense. Most households therefore, cannot afford to pay
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more for transport than at the present level. If the fare of new or improved public transport
system is much higher than the presently prevailing fare level, the majority of residents will not be
willing to pay for a higher transport fare. Until their household income increases to a certain
level, the Government should provide financial support for developing the new transport systems
and probably for operation costs in the beginning.
(2) Efficiency in Transport Systems to Support Economic Activities
Traffic congestion has resulted in a considerable amount of economic loss to society because of
longer travel times, lack of punctuality and the deterioration of the environment. Efficiency in
transport can be achieved by balancing transport demand and transport network capacity.
Alleviation of traffic congestion can be dealt with in the following three ways: 1) by increasing
road capacity through the development and improvement of the road network; 2) by optimising
the utilisation of the existing road capacity by using a traffic control system and providing traffic
information; and 3) by decreasing excessive vehicular traffic demand through transport demand
management and diverting private mode users to public modes of transport.
At the same time, the promotion of public transport usage would also contribute toward economic
efficiency by reducing vehicular traffic demand on the congested urban road network. Mass
transit systems have an advantage over private modes of transport in terms of travel costs and
lower consumption of space in the context of an urban area. The combination of all the
approaches mentioned above will create an efficient transport system.
(3) Environmental Improvement and Health Promotion related to Transport
Air pollution caused by motorised vehicles should be minimised through emission controls for
automobiles, promotion of public transport and traffic demand control, especially in the congested
areas. Countermeasures to reduce PM10 should be the main focus, particularly in the CMA. In
addition, aesthetics should also be considered for developing an urban transport system.
Recently people are more concerned with health and tend to do physical exercises. Walking and
bicycling are good for health and transport facilities such as pedestrian paths and cycling roads
should be developed for supporting these activities.
(4) Traffic Safety and Security in Transport
Since lives are invaluable and death and injury due to traffic accidents will bring great grief to
family members and friends, traffic safety should be enhanced and the number of accident victims
should be minimised through the enforcement of laws and regulations, intensive public
campaigns, and training and education for drivers as well as the general public.
Improvement of traffic facilities through engineering design would contribute to the reduction of
traffic accidents. Furthermore the security of children and women in public transport should be
improved and it would partly contribute to increase the use of public transport.
5. Urban Transport Policy

To achieve the four different objectives for transport system development, the following transport
policies are essential for the CMA;
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1) Promotion of Public Transport Use
2) Alleviation of Traffic Congestion
3) Reduction of Traffic Pollutants/Traffic Noise and Promotion of Health
4) Reduction of Transport Accidents and Improvement of Security
These four transport policies are inter-related. The promotion of public transport is a principal
measure to reduce dependence on private modes of transport. Mere improvement of public
transport services, however, would not entice people who are accustomed to using private modes
of transport to shift to public modes.
6. Urban Transport System Development Scenarios

The following four urban transport system development scenarios were evaluated to find the most
appropriate option for long term transport system development for the CMA.
1) Base Case Scenario

2) Intensive public transport system development scenario
3) Mixed public transport and road network development scenario
4) Intensive road network development scenario
In addition, if these cases will not be able to alleviate traffic congestion, a further option can be
added. Employment of transport demand management is this option and it includes car traffic
restraint schemes such as Electric Road Pricing (ERP). Performance of each transport system
development scenario is evaluated from the following aspects.
1) Efficiency: Economic Internal Rate of Return(EIRR) and NPV(Net Present Value)

2) Equity: Service area of quality public transport (railway, monorail and BRT)
3) Environmentally Friendly: Global Warming: Emission of CO2
4) Traffic Safety: Economic loss due to traffic accidents
Table 6.1 Evaluation of Urban Transport System Development Scenarios

A1 A2 B1 B2 C1 C2
Evaluation Intensive Intensive Combined Combined Intensive Intensive
Highway Highway Public Public Public Public
Item Development Development Transport Transport Transport Transport
& TDM and Highway and Highway Development
Development Development & TDM
& TDM
Economic Internal Rate of Return (%) 19.7% 21.2% 19.3% 22.7% 19.1% 22.9%
Net Present Value (billion Rs.) 622 765 564 779 541 797
Population in the Public 1.26 million people 1.36 million people 1.40 million people
Transport Service Area 1)
Reduction of CO2 Emission 4.2 6.4 5.8 7.7 5.8 8.3
(million ton)
Reduction of Loss due to Traffic 510 724 756 921 710 1066
accident (million Rs. ) 2)
Overall Evaluation B- B+ B- A- B- A
Source: CoMTrans Estimate Note: 1) Public transport service area is defined as the area within 800 meter radius from
railway stations and BRT shelters. 2) Loss of traffic accidents are discounted value at 12%.
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C2 is recommended as the most appropriate urban transport system development scenario, which
include developing the public transport system extensively and at the same time employing
Transport Demand Management (TDM) to promote the shift to public transport.
7. Strategies for Urban Transport System Development

The strategies for developing Urban Transport Systems in the Colombo Metropolitan Area can be
divided into two stages; one is a strategy at the planning stage and the strategies should be taken
into consideration when planning urban transport systems and land use. The other strategies are
those related to project implementation.
7.1 Strategies for Integration with Urban Planning
(1) Centre Development for Mass Transit Systems
Urban structure and transport systems should be integrated. For instance, a highway oriented
transport network is suitable for low-density land use which can be seen in the suburbs of the
United States. In contrast, a mass transit system is appropriate for high-density urban land use.
Sub-centre development is one way to deal with traffic concentration in the city centre. In order
to develop the sub centres, strong transport linkage is required between the city centre of Colombo
and the sub centres. Mass transit systems should be installed between these centres to support
the travel needs of the people and goods. Conceptually, to support the viability of public
transport systems, it is preferable that a city grows compactly in a form of poly-centric
decentralisation. Guided urban development is essential to develop cities to be consistent with
urban transport systems. In this regard, metropolitan-wide urban land use planning is also
required.
(2) Development of Public Transport Systems to be Synchronised with Urban Development
The Colombo Metropolitan Area has expanded outward from the city centre. In suburban areas
the population density has not been high thus travel demand is not high at present time. In the
future, as urbanisation continues, travel demand would increase and then mass transit systems
might be required. Mass transit systems should be developed in accordance with urban
development. Travel demand along the corridor should be monitored to determine the
development timing of the mass transit system. This phased development should be taken into
account in particular for the BRT system to be developed along the planned Middle Ring road in
the suburban area.
(3) Transit Oriented Development (TOD)
To make mass transit systems viable, high density urban development in the area surrounding
rail-based transit system stations is preferable. In the city centre, high-rise office buildings and
commercial facilities, such as shopping malls within walking distance from a station are desirable
to increase passenger demand on the transit system. In suburban areas, high rise apartments near
stations are a preferable form of land use for the mass transit system. To materialise these
developments, high floor ratios should be promoted in the urban development plan. On the other
hand, outside of the area surrounding the station the floor area ratios should be limited to prevent
high density urban development. The urban transport master plan should take into consideration
urban development structures. CoMTrans therefore proposes that the integration of urban
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development with urban transport systems is of utmost importance. The strategy for the
integration includes sub-centre development and Transit Oriented Development.
7.2 Strategies for Transport Planning
(1) Development of Extensive Public Transport Networks
Public transport systems at a higher level of service should be developed in the form of networks
so that people can reach their destinations within the system. A higher level of public transport
service means a congestion free transport system; namely, railway, medium-size transit systems
such as monorail and bus rapid transit(BRT). A public transport network should consist of
several trunk lines with feeder services and it should cover as wide an area as possible.
(2) Application of Transport Demand Management (TDM) and Car Traffic Restraint Scheme
Transport demand management (TDM) is necessary to alleviate traffic congestion in the CBD
because new road construction, or even road widening is very difficult in the CBD and will be
limited due to physical constraints such as the availability of land for the roads. Road pricing is a
scheme to alleviate traffic congestion by charging vehicles entering congested areas in the city
centre and it also raises funds for developing and improving the urban transport systems.
Improvement of public transport is prerequisite for employing TDM.
7.3 Strategies in Project Implementation
(1) Introduction of Private Sector Funding in Transport Infrastructure Development
This system reduces the government investment for transport infrastructure development replaced
by private sector funding and encourages the participation of private organisations for operation
and maintenance. It is common that urban highways are developed under BOT (Build Operate
Transfer) scheme or PPP (Public Private Partnership) scheme in many cities thus when urban
expressways are developed, it should encourage participation of the private sector in the form of
BOT or PPP. However public transport system development is usually difficult to finance by
only the private sector. In most common cases, public transport fares are regulated by the
Government at low levels since the government should provide means of transport for low income
households. Therefore it seems difficult to make public transport projects financially profitable
merely with passenger fare revenue. In many countries a common practice for financing public
transport is to provide infrastructure by the public sector and provide operation by the private
sector.
(2) Introduction of a Value-Capture System for Public Transport Development
Rail-based transport is not disturbed by ordinary traffic and this mode can provide fast speeds and
large passenger capacity transport service. Railway passengers enjoy the fast and convenient
railway service for travelling in the urban areas. In addition, railway service can increase the
sales of department stores and shopping malls near stations and promote the values of land and
housing along the railway corridor. However the railway company is not able to gain all the
value added accrued from the railway development.
Since a rail-based transport system requires huge initial investment cost, the methodology of cost
recovery should be done through value capture of development. In the case of private railway
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companies in Japan, they develop housing areas along the railway corridor. After they provide
new railway service, the land values increase and they sell the housing at a higher price and get
profits from the real estate business. They are also starting retail businesses as well by building
shopping malls at the terminal stations. From this kind of commercial business they can profit in
addition to passenger transport service. To support the rail-based transit development project
financially it is recommended to take this kind of business model into consideration.
(3) Methodology of Space Preparation for Urban Development
To develop the desirable urban structure, sometimes land acquisition is required but it is no easy to
implement; thus, new implementation methods should be introduced. There are two
methodologies that can be applied in Sri Lanka.
Land Re-adjustment
This is a typical method of Japan’s urban development to create a comfortable residential area.
An irregular-shaped plot is re-plotted to a rectangular shape by reducing the site area. The
reduced site area is provided for roads and sometimes parks or community facilities, and part of
the land is sold to cover expenses for compensation and construction cost for road improvement.
Then all lands are re-plotted and roads can be constructed. Although each land owner lost a part
of the land, the land owners will gain more value since the land value will be increased as the road
condition becomes much better than before.
Urban Renewal Project
This is also a typical method in the Japanese context to create urban centres within a commercial
or business district. Land owners can organise an urban renewal association. Often a developer
coordinates to organise the association and the Government is also involved. The lands are
unified and shared with the owners and the developer. A part of the land is provided for public
purposes, mainly roads. Thus, a building is constructed and all the members gain benefits by
allocating the floors.
Both are still challenging methods for the Sri Lankan context. However, implementation
methods are essential and should be recommended in order to achieve the Master Plan.
8. Urban Transport System Development Programmes

8.1 Urban Transport System Development Programme (1) for Promotion of Public Transport
Use
The following policy measures are proposed for promoting public transport use;
1) Monorail Systems
Multi-Modal Transport Hub and Multi-Modal Centre (MMC)
Park & Ride and Station Plaza Development
Provision of Direct Access to Multi-modal Transport Hubs for Inter-city Bus Services
2) Modernisation of Existing Railway System
3) Construction of Airport Connection Line
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4) Development of Access Roads to Stations of Railways and New Transit System
5) Introduction of Bus Rapid Transit (BRT)
6) Road Development for Introducing BRT
7) Bus Priority System and Bus Location System for BRT
8) Regulatory Scheme for Road-Based Public Transport Modes
8.2 Urban Transport System Development Programme (2) for Alleviation of Traffic Congestion
The following policy measures are proposed for alleviating traffic congestion;
1) Ring Road Development

2) East - West Arterial Road Development in Eastern Part of Suburban Area
3) Expressway Network Development
4) Flyover Development
5) Port Access Road
6) Traffic Control
- Traffic Signal Control Improvement
- Traffic Information System
- Parking Information System
7) Transport Demand Management (TDM)
8.3 Urban Transport System Development Programme (3) for Reduction of Air
Pollutants/Traffic Noise and Promotion of Health
The following policy measures are proposed for reducing air pollutants and traffic noise as well as
promoting health;
1) Establishment of Environmental Management Scheme

2) Establishment and Enhancement of Air Pollutant Emission Standards for Newly
Manufactured and Imported Vehicles
3) Enhancement of Vehicle Inspection and Maintenance Programmes
4) Low Sulphur Diesel Programme
5) Promotion of Natural Gas Vehicles
6) Promotion of Hybrid Cars and Electric Vehicles
7) Promotion of Walking and Bicycle Use for Energy Saving and to Promote Health
8) Provision of Sidewalk for Urban Roads
8.4 Urban Transport System Development Programme (4) for Reduction of Fatalities and
Injuries in Traffic Accidents and Improvement of Security
The following policy measures are proposed for reducing fatalities and injuries in traffic
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accidents;
1) Education on Traffic Safety

2) Rehabilitation and Installation of Traffic Signal System
3) Rehabilitation of Railway Signal System
4) Analysis on Causes of Traffic Accidents
5) Provision of Sidewalks and Pedestrian Crossings
6) Establishment of Urban Road Design Standard for Sidewalks
9. Implementation Plan for CoMTrans Master Plan

It is, in principal, necessary to undertake various analytical steps with regard to the “project life
cycle” as defined by the Government in order to estimate the impact of the “CoMTrans Master
Plan” implementation on the public investment budget.
However, since the CoMTrans Master Plan is a transport network development plan, in which all
projects are inherently inter-linked, it suffices to analyse accumulated required investment totals
over the three planning horizons (short, medium and long-term), the total planning period
(2015-2035) and investigate how these totals compare to the Government’s policy targets
established for public investments in the transport sector.
9.1 Total Investment Cost Required for CoMTrans Master Plan Implementation
Table 9.1 shows the needed investment volume for CoMTrans realisation without assuming any
particular financing model.
• The total investment volume over the planning period from 2015 to 2035 is estimated at Rs
2,780,900 million, of this 59% of the total is for net investments and about 41% for implied
O&M cost.
• The distribution of the investment and O&M combined cost components is estimated at 35%
over the short-term, 31% over the intermediate term and the balance of 34% over the
long-term.
• This total volume may exceed the capacity to finance at a 100% self-financing rate from
public budget and envisaged public investment resources.
9.2 Government Budget Requirement to Implement CoMTrans Master Plan
The “reduction in burden” on the public budget could be achieved if the expressways are
predominantly financed under a PPP scheme and the O&M burden for the monorail and also the
BRT system could be shifted to private sector interests. The main message of the numbers is:
• Total net additions to investment over the whole planning period would be reduced from Rs
2,780,960 million to Rs 2,256,500 million or roughly by 19%
• The major gain would originate from reductions to the public investment budget, and
• Minor gain would also be achieved through reducing the impact on the Government’s O&M
expenditure.
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Table 9.1 Total Investment Requirements for the Entire CoMTrans Master Plan
Realisation
unit: million RS
Short Intermediate Long Total
2015-2020 2021-2025 2026-2035
6 years 5 years 10 years 21 years
Investment
Monorail 173,800 89,800 144,600 408,200
Railway 67,800 146,400 74,500 288,700
BRT 12,300 9,300 0 21,600
Bus 0 0 0 0
Multi-Modal Transit Facility 21,700 0 0 21,700
Road 462,800 345,000 74,300 882,100
- Expressway 407,100 138,300 0 545,400
- Other Roads 55,700 206,700 74,300 336,700
Traffic Management 2,800 7,500 7,500 17,800
Total 741,200 598,000 300,900 1,640,100
O&M
Monorail 52,100 65,900 204,100 322,100
Railway 46,100 75,000 187,300 308,400
- Additional Investment 20,300 53,500 144,300 218,100
- Existing Infrastructure 25,800 21,500 43,000 90,300
BRT 10,300 14,100 28,300 52,700
Bus 81,000 67,500 135,000 283,500
Multi-Modal Transit Facility 3,900 3,300 6,500 13,700
Road 43,500 38,100 76,200 157,800
- Additional Investment 0 200 400 600
- Existing Infrastructure 40,700 33,900 67,900 142,500
- Expressway 2,800 4,000 7,900 14,700
Traffic Management 200 500 1,800 2,500
Total 237,100 264,400 639,200 1,140,700
Grand Total 978,300 862,400 940,100 2,780,800
% Composition 35% 31% 34% 100%
Source: CoMTrans Estimate
If it is assumed that the maximum allocation to the urban transport sector is 2% of GRDP in the
Western Province, in the short term a shortage of development funds is expected. Consequently
to fill the gap between the government budget and amount required for investment, it should
consider utilising external financial sources such as ODA.
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10. Institutional Setup and Regulatory Framework for Urban Transport
10.1 Transport Administration in Sri Lanka
The National Transport Policy sets the following administrative structure to ensure the adequate
provision of transport infrastructure and services. The transport administrative structure is
divided into five steps, i.e. policy, planning, implementation and monitoring, regulation,
infrastructure provision, and service provision. Although transport policy is made by the MOT
assisted by the NTC and other stakeholders and the planning is done by the NTC, the reality is that
there are central and provincial governments involved in vertical sphere, and some numbers of
institutions involved in horizontal sphere, even if only at the central government level. If
including subsidiary institutions, such as the DMT, MOFP and so on, the number of stakeholders
increases.
The complexity of the existing urban transport administration makes the urban transport
administration in CMA inefficient and this makes it difficult to carry out new transport measures
and integrated transport policies, such as inter-modal transfer/connection, a common transport
pass system and so on. As stated in the National Transport Policy, the efficiency of transport
administration lies in how such complexity can be dealt with in a planned manner. In order to
ensure the planning function is strengthened and becomes a responsibility of the assigned
agencies, the Government indicated in the National Transport Policy that it would establish a
coordination mechanism for urban transport through the Presidential Committee for Urban
Transport (PCUT), which is in line with the CoMTrans Team’s recommendation as well. An
ideal structure for the urban transport administration in CMA would be to establish an agency that
is powerful in policy making, planning, monitoring budget allocation, and implementation of
public transport service delivery, but lean in institutional structure, i.e. not creating another mega
institution to hire many staff members and to fight over vested interests with the existing
institutions.
10.2 Towards the Realisation of CoMTrans Master Plan
In line with the National Transport Policy, the CoMTrans suggests the establishment of an Urban
Transport Council under the President. The council is expected to be a central high-level body
that represents all main political decision makers in urban transport, including the Western
Provincial Council. The members consist of appropriate ministers and/or deputy ministers from
national government and the chief minister or transport minister of the Western Province Council.
The council is to be led by the senior minister in charge for transport in the Administration. The
council is set-up for making decisions on urban transport policy and planning in CMA, so it would
not replace the existing transport sub-committee under the Cabinet nor the Parliament. The
sub-committee for transport under the Cabinet shall be the final resort for the urban transport
council, as well, to politically solve transport issues which encompass widespread areas.
(1) Institutional Arrangement
The council must be established as a standing council until its functions are transferred to the
envisaged urban transport authority in the future. However, it is not intended to create another
institution such as a ministry, department or authority. Therefore, it is suggested to establish a
sub-division under the Planning Division of the MOT to support the council as secretariat. The
functions of the secretariat are to support all administrative and technical tasks appointed by the
council; yet, considering the scarcity of professionals in urban development and transport planning
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in the government sector, it is suggested that the academia, e.g. University of Moratuwa, provides
technical support to the secretariat. Since the council consists of higher-level members,
establishment of a technical committee or technical task force shall be taken into account once the
council is formally established. The functions of the technical committee, among others, are to
update the transport data collected for the CoMTrans master plan, and to formulate roll-over
transport annual action plans, to monitor the progress of the master plan, and to provide technical
inputs to the council.
It should be underlined that the council, the secretariat in the MOT and the technical committee
must be legally supported as formal bodies, i.e. being established under a presidential decree and
announced in a Gazette. It should be also noted that the proposed council is not, apparently, a
monolithic bureaucracy which consolidates all present departments and agencies, but it is an
efficient strategic policy setting body that coordinates and governs all the components of urban
transport. It is also not a funding agency, but one of its duties is to make funding decisions under
the framework of given functions of the council to support and recommend budget allocations to
MOFP, which allocate budget directly to agencies based on its decisive criteria. The council is
envisaged to be responsible for every facet of urban mobility including private modes and public
transport and will also have some influential role in city development planning in close
cooperation with NPPD, UDA, the Western Provincial Council and local authorities.
(2) Legalising the CoMTrans Master Plan
Unless the CoMTrans master plan becomes a legally binding master plan, there would be no base
for the newly established urban transport council to implement the plan, taking into account that
respective ministries and local government must already have their own plans to develop roads,
public transport service delivery and so on.
Considering that the anticipated members of the council will be almost the same as the members
of the steering committee of the CoMTrans master plan study, it is expected that first the
CoMTrans master plan would be agreed among the steering committee members and the MOT
submit it as a legally binding master plan to the Administration to be endorsed. It is crucial that
the short-term projects shall be jointly scrutinised with the National Planning Department of the
MOFP, in terms of feasibility of budget allocations for forthcoming project proposals.
(3) Risks for the Realisation of CoMTrans Master Plan
In the past, similar recommendations were made in several studies; yet, no coordination body was
established. As stated in previous sections, several issues have hindered the realisation of the
recommended measures, i.e. lack of continual political willingness and adverse political
interventions, unclear delineation of functional responsibilities among transport related
institutions, lack of coordination mechanisms, absence of legal basis for the master plan and
absence of legal basis for the implementing institutions.
The biggest issue encountered for the realisation of the master plan is the unpredictable political
influence and wandering political directions, which are hard to control or prevent. However,
once the master plan becomes a legally binding document, it will be at least a roadmap for urban
transport development in CMA. The previous JICA study team failed to make its master plan a
legally binding plan, so it had weakness in the implementation stage; so it is strongly suggested
that the Steering Committee agrees upon the CoMTrans master plan and make it a legally binding
plan within the study period. Once the master plan is endorsed by all stakeholders, the council
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can be established and functional responsibilities between the council and related line ministries,
agencies and local authorities become crystal clear since the proposed projects and implementing
agencies are indicated in the master plan.
11. Conclusions
Economic development has accelerated after the end of the civic conflict and travel demand has
also increased rapidly. Colombo is the centre of economic activity in Sri Lanka thus the increase
in traffic demand has been remarkable. In the Colombo Metropolitan Area, 6.9 million trips are
made each day at present and it is estimated to grow to 12.2 million trips in 2035. It goes
without saying that a mass transit system is needed to meet the increasing travel demand. In the
CoMTrans master plan it is recommended to develop a monorail system together with a
Multi-modal Transport Hub, Multi Modal Centre and Park & Ride systems. It is desirable to
develop a rail-based transport system, which is not disturbed by ordinary road traffic. The
rail-based transport system, however, requires a considerable amount of investment for
development. Consequently, it usually takes a long time to develop the extensive rail-based
transport network.
On the other hand, at present buses run at low speeds because buses are caught in the general
traffic congestion on the roads, thus punctuality of operation is not ensured. A large number of
residents now try to avoid using buses because of the low level of bus services such as
over-crowding, lack of punctuality and lack of comfort. Therefore, a higher level of public
transport service should be urgently provided to prevent the shift from public to private modes of
transport. Furthermore, having merely one route of the rail-based transport system is not
sufficient to attract people to public transport use but an extensive network should be formulated
like a web to cover the major travel destinations in the metropolitan area. Improvement of
transport nodes such as station plazas could make it easy and convenient to use public transport
systems.
It should also be noted that the ability to pay for transport of the majority of the residents is low
and it is therefore difficult to set public transport fares high enough to enable the private sector to
provide a high level of public transport services.
In the short term and intermediate term, the public transport network should be formulated by
combining the existing Sri Lanka railway which needs upgrading, a monorail system and BRT
system. In the long run, a rail-based transport system is needed to provide a higher level of
services as well as a higher passenger capacity. The development of a BRT system ensures the
space for future rail-based transport system development with a higher level of services.
Improvement of public transport services alone cannot suppress the deeply rooted preference to
use private modes of transport; consequently, traffic restraint schemes should be employed in the
central area of CMA where traffic congestion is often observed.
Another important measure is to develop sub-centres in suburban areas and to distribute the urban
functions, which are currently concentrated in CMC. By creating an alternative urban structure,
traffic congestion problems would be alleviated to some extent.
Although promotion of public transport is the most important policy to alleviate the transport
problems in the master plan, the road network has not been well developed and the capacity is
significantly low in suburban areas. In particular, the progress of road network development has
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not caught up with the expansion of urbanised areas, therefore, road network development is also
important in suburban areas.
Transport infrastructure development requires a long period in order to be realised, thus in order to
deal with the current transport problems, immediate actions are necessary. The short-term
countermeasures include the installation of area-wide traffic signal systems and the improvement
of present signal control. Traffic control such as one way systems is also taken into account for
the alleviation of traffic congestion in specific areas.
12. Recommended Immediate Actions

(1) Legal Framework for Transport Network Development
The target year of the CoMTrans urban transport master plan is 2035, which is 21 years from now.
Developing transport infrastructure needs a long time. Once the urban transport master plan is
agreed among the relevant stakeholders, it should be authorised and have legal binding for future
development. This implies that the Right of Way (ROW) should be reserved for future
development of transport facilities - railway and road networks. If urban development such as
commercial building and residential complex developments are allowed in the areas set aside for
the planned transport network, it would become difficult to develop the transport network in a
desirable form. It is therefore proposed to establish a legal framework for setting aside a space
for future transport system development.
(2) Enhancement of Urban Land Use Regulations
CoMTrans emphasises the importance of integration between land use and the transport systems,
thus Transit Oriented Development (TOD) is recommended in this regard. It needs high density
urban development in the areas surrounding railway stations and important public transport hubs.
Urban land use regulations which designate a type of land use and floor area ratio is needed for
guiding land use to a desired pattern. In Sri Lanka, however, the floor area ratio has not been
determined for every plot and no limitation on floor area is given to a block exceeding a certain
size of plot area. Without limitation of the floor area ratio it is difficult to guide land use in the
area surrounding the railway stations into high density, for instance high rise office buildings and
apartments. Urban land use plans with guidance for the floor are ratio should be prepared for
materialising TOD, otherwise it will be difficult to promote. If such regulations cannot be
established, it would lead to failure in TOD and also it would worsen the traffic congestion.
(3) Post Evaluation of Projects in the Urban Transport Master Plan
It is definitely important to conduct a post evaluation to understand the performance of the

relevant agencies. If some projects are delayed in implementation, it requires exploring the
reasons why the projects have not been executed as scheduled. If the projects have been
implemented, the impacts of the projects on transport as well as economic activities should be
examined carefully. It should be then fed back to the next stage and the plan should be
modified and improved into a more efficient and convenient system. The circumstances
surrounding the urban transport will change over time and the initial plan would not be suitable
for a new situation. The urban transport master plan, which is prepared for the long period of 20
years, should be regarded as a rolling plan. It should be reviewed regularly and updated to fit in
the new circumstances. A Plan-Do-Check-Action (PDCA) cycle should be applied for master
plan implementation and monitoring.
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(4) Development of Urban Transport Database System
The CoMTrans conducted the first large-scale Person Trip Survey in Sri Lanka including Home
Visit Survey and other relevant transport surveys. The data collected gives base data not only for
transport planning but also for urban planning. In line with the master plan review and updating
mentioned above, this database is useful for post evaluation of the master plan. The database
should be updated and modified periodically for review and updating the master plan. Since the
database covers a broad range of fields; demography, land use, economic activities, industry, and
transport, the establishment of an urban transport database centre is desirable for maintenance of
the database. The database centre could be established in the Ministry of Transport or a
University. In addition, it is necessary to build the capacity of the transport planning experts who
can undertake a transport analysis and plan using this database.
(5) Further Investigation on Traffic Safety
Thanks to the accident data provided by the police, an extensive traffic accident database is
available and it was analysed in the Study. Further detailed analysis on Black Spots is proposed
to identify the places where traffic accidents frequently occur. The analysis will lead to the
identification of causes of accidents and required countermeasures.
(6) Promotion of Health in the Transport Sector
Developing of a pedestrian path network and bicycle road network, which connects major parks in
the urbanised areas is proposed in the master plan. Construction of these facilities encourages
walking, jogging and cycling by the citizens in the metropolitan area. These kinds of facilities
contribute to green transport which aims at healthy and environmentally friendly transport.
(7) Bus Operation Reform
Bus operation can be made more efficient and systematic without a huge investment. Currently
real-time monitoring of bus operation can be achieved with a GPS device. Fare collection with
an IC card through a communication device is also available now. The technical solutions are
available for the difficulties in monitoring and management of bus operation. Now is a good
opportunity to reform bus operation to provide better service for passengers. Installation of a
GPS device on the buses enables bus fleet tracking on a real time basis, and then the management
of bus companies can control their buses on the roads. Moreover, the introduction of the IC
ticket system makes it possible to provide a subsidy for private bus companies, if the government
would like to provide subsidy for private companies, since the exact number of discount tickets
can be counted.
(8) Feasibility Study for Project Implementation
A number of transport infrastructure development projects as well as soft measures have been
proposed in the CoMTrans master plan. Although the feasibility study on Monorail and MmTH
project has been conducted, the feasibility studies on the other projects are also important for
alleviation of traffic congestion and the promotion of public transport. This includes BRT
system development for developing an extensive quality public transport network integrated with
the monorail and employment of ERP for demand management. It is recommended to conduct
these feasibility studies at the earliest possible time.
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Summary Report
Summary Report
Summary Report
CHAPTER 1 Introduction
1.1 Background
The transport demand has increased remarkably over the past few years, especially in the
Colombo Metropolitan Area (hereinafter referred to as CMA)1, which consists of the Colombo
Municipal Council (hereinafter referred to as CMC) and the adjacent area which heavily depend
on urban transport.
Due to the increase in traffic demand, the speed of vehicles on the roads has declined resulting in
higher vehicle operating costs for vehicle owners and environmental deterioration on the entire
community. These impacts negatively affect not only the economic development in the Colombo
Metropolitan Area, but also that of the country because roughly half of the country’s economic
activities are concentrated in this area. In addition, the nation’s largest international seaport and
airport are located within the area. The Colombo Metropolitan Area, therefore, requires
improvement and development of the transport system to tackle the increasing transport demand.
As the largest metropolitan area in Sri Lanka, the population of CMA was 3.7 million inhabitants
in 2012. It is estimated that the total population of CMA will increase to 5.1 million people in
2035 and economic growth with urban development plans are expected. The total person trip
demand would increase 1.75 times and the trip demand made by private modes of transport would
increase rapidly due to the anticipated increase of household incomes.
Current traffic congestion becomes serious during the morning and evening peak periods within
and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will
worsen due to the anticipated increased demand if appropriate countermeasures are not taken.
Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers,
an insufficient capacity of public transport and poor enforcement of traffic rules aggravate the
situation.
It seems difficult for the government to invest for all of the transport infrastructure projects since a
huge amount of investment is required for development. Appropriate allocation of funds should
be examined not merely for one sector but for all sub sectors relevant to urban transport. It is
also of great importance to promote private sector participation in transport system development
and reduce the burden on the government in transport infrastructure development and transport
service provision.
1.2 Study Objective

In order to develop an efficient urban transport network and the 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 Project) are:
1
Section 4.1 of the Main Report explains how to define the Colombo Metropolitan Area
1
Summary Report
• 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 the justification of selected priority/leading projects for short-term,
mid-term, and long-term implementation.
• To conduct a feasibility study on the prioritised project under the comprehensive urban
transport master plan.
The target year for the Urban Transport Master Plan is 2035. The master plan includes an
immediate implementation plan (2015), short-term (2020), intermediate-term (2025) and
long-term (2035) transport system development plans.
1.3 Study Area and Planning Area

The Study area covers the entire Western Province where the transport surveys were conducted as
shown in Figure1.3.1. The Western Province is comprised of the Gampaha, Colombo and
Kalutara Districts. Seven municipal councils (MC) among 23 municipal councils in Sri Lanka
are located in the Western Province including the Colombo municipal council, the largest
municipality in Sri Lanka, and the Sri Jayawardenapura Kotte municipal council, an
administrative capital. The planning area is the area for the Urban Transport Master Plan and it
should cover the urbanised area in the planning horizon of Year 2035. The planning area
including the Colombo Metropolitan Area (CMA) identified in the Study is described in Chapter
4.
2
Summary Report

Figure 1.3.1 Study Area
3
Summary Report
1.4 Scope of the Study

The scope of the urban transport master plan formulation includes an urban structure and land use
plan though detailed urban planning was not conducted in the Study. The urban transport master
plan is formulated in a well-organised manner which integrates various types of public transport
systems and road networks. Furthermore it should be incorporated with traffic control and
transport management as well. To materialise the projects proposed in the master plan,
institutional setups and financial arrangements are also taken into consideration. Figure 1.4.1
shows the overall scope for the urban transport master plan.

Figure 1.4.1 Scope of Urban Transport Master Plan
1.5 Structure of Final Report

The Final Report consists of the following reports:
• Main Report
• Summary Report (this report)
• Technical Reports
Technical reports deal with the technical aspects of the contents of the main report which include
transport surveys conducted in the Study, urban structure and land use, identified present urban
transport problems of transport sub sectors and the proposed development plans, transport models
and demand forecasting, institutional aspects for master plan implementation, and the strategic
environmental assessment.
4
Summary Report
CHAPTER 2 Socio-economic Conditions and Urban Structure
2.1 Population
2.1.1 Population Growth
The population of Sri Lanka was 20,263,723 in 2012. Historically, the AAGR has been slowing
down gradually. It was over 2% till 1971, but the latest AAGR from 2001 to 2012 was 0.69%.
The population of the Western Province was 5,821,710 in 2012 and the AAGR was 0.72%. The
AAGR of the Western Province has kept pace with that of the country. Within the Western
Province, the AAGR of Colombo District is 0.23%, which is much lower than in other areas.
6,000,000 3.00%
5,000,000 2.50%
4,000,000 2.00%
3,000,000 1.50%
Census Population AAGR
2,000,000 1.00% Western Province
Colombo District Colombo District
1,000,000 0.50%
Gampaha District Gampaha District
0 0.00% Kalutara District Kalutara District
1953 1963 1971 1981 2001 2012
Note: Gampaha district was declared as a new administrative district, separated from Colombo District in 1978.
Source: Census of Population and Housing 2001 and 2012, Department of Census and Statistics
Figure 2.1.1 Census Population in the Western Province
2.1.2 Spatial Distribution and Growth Trend
Population Densities in Residential Areas were calculated by the CoMTrans Study Team based
on the population by GND in the Census in the years 2001 and 2012 and are shown in Figure 2.1.2.
The density maps show populated areas which can be considered as urbanised.
Generally, populations are concentrated around Colombo and the coastal areas. In the suburban
areas, high density areas are concentrated along major roads and railway lines. Population
density around Bandaranayake international airport is also high.
In 2012, high density areas expanded towards the north and east. Suburbanisation can be seen,
especially around the OCH Corridor and the south western part of Gampaha District. The
Kalutara District still is in a rural condition.
5
Summary Report
2001 2012
Note: Calculated by CoMTrans Study Team. Expressways/Highways are shown on the map as reference.
Figure 2.1.2 Population Density in Residential Areas in the Western Province (2001/ 2012)
The population density of the Colombo Municipal Council (CMC) is 13,779 persons per km2.
This density is comparable with the other central areas of major cities. The population density of
the Colombo Metropolitan Area (CMA) is 3,699 persons per km2. When compared to those of
Ho Chi Minh City and Taipei metropolitan areas, the density is almost in the same range. It can
be said that the population of CMA is standard as an urban area.
Employed Population Densities at Work Places in 2013 are also estimated based on the data
from the Department of Census and Statistics, and the CoMTrans Home Visit Survey, and it is
shown in Figure 2.1.3. The employed population is highly concentrated in CMC. High Level
Road Corridor and Galle Road Corridor, and around major local urban centres, such as Negombo,
Minuwangoda, Gampaha, Mirigama, and Horana, also have many of the employed population
concentrated in them.
6
Summary Report
Source: CoMTrans Home Visit Survey 2013
Figure 2.1.3 Employed Population Density at Working Places in 2013
2.2 Land Use Patterns and Urban Structure

2.2.1 Land Use Patterns
(1) Land Use Pattern in the Survey Area
The Land Use Survey was conducted by the CoMTrans Study Team in 2013 in order to determine
the current land use pattern. Areas that are already urbanised and those presumed to be
urbanised by the target year of 2035 were considered as the land use survey area. It has
approximately 1,700 km2, which is 45% of the Western Province. The results of the Land Use
Survey in the Western Province are shown in Figure 2.2.1.
7
Summary Report
The built-up area in the land use survey area is approximately 1,000 km2, and most of the land is
used for residential purposes, which is approximately 50% of the total survey area. However,
houses in suburban and rural areas have gardens. Therefore, population density is still low.
The Eastern part of the area is still open land, or plantation, agricultural land and forestry. The
sum of the residential use and the open land shares almost 90% of the total.
Urban land use, such as business and commercial, are concentrated around CMC. Other urban
centres, such as Gampaha, Ragama, Negombo, Kaduwela, Maharagama, Nugegoda, and Kalutara
have only a small concentration of urban land use. Very thin ribbon development is also
typically observed along the major arterial roads, especially Kandy Road, High Level Road,
Negombo Road and Galle Road. Except for the centres and ribbon development, commercial and
business use areas in the suburbs and rural areas are very small and scattered. Only 7 km2 are
used for commercial
purposes. The
urban land use,
except for the
residential use, is 108
km2, which is 6.2%
of the total survey
area.
Educational use or
schools are well
distributed around
the area. It shows
that the opportunity
for primary education
is provided equally.

Figure 2.2.1 Land Use in 2013
8
Summary Report
(2) Land Use Pattern in the Colombo Municipal Council
Land use in Colombo Municipal Council (CMC) is enlarged in Figure 2.2.2. In the Colombo
Municipal Council Area, business and commercial land use areas are concentrated around Fort,
Pettah, Maradana, Kolupittiya, and Borella and along Galle Road. Large scale government and
institutional facilities are seen around the Cinnamon Gardens and Maradana area, but many small
ones are scattered around the city. Parks and playgrounds are also seen in the Cinnamon Gardens
where rich green environments can still be found. The northern parts of the city show that the
lands are used in a mixture. On the other hand, residential uses are spread throughout the
southern part of the city. Almost 42.0 % is residential land use, 3.5% are dedicated to
commercial use and 4.5% to business use. It is supposed that outside of CMC there is more
residential use than in CMC. Other remarkable uses are educational facilities and
government/institutions. Each occupies more than 5% of the CMC, while only less than 1% of
total land use survey areas are occupied by those uses. It can be concluded that CMC has many
government offices and schools.
Figure 2.2.2 Land Use of Colombo Municipal Council (2013)
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Summary Report
2.2.2 Current Urban Centres and Urbanised Area
Urban structure and characteristics can be understood from the existing structure plan, namely the
Colombo Metropolitan Regional Structure Plan (1998) and the Regional Structure Plan of the
Western Region Megapolis (2004). The result of the land use survey endorses the urban
structure pattern more precisely.
(1) Urban Centres
Urban Centres are places where urban

activities are concentrated. In other
words, they are centres of commercial,
business, and other urban related
activities which serve residents living
in certain areas. The existing urban
centres are shown in Figure 2.2.3.
The National Physical Plan 2006

described a clear hierarchy in a
structured manner. Urban centres
are classified in the five categories.
Each category indicates its extent of
the area providing services and ideal
population range. At the same time,
specific urban facilities are identified.
This idea of urban centres in the Sri

Lankan urban planning context have
been applied to the development
plans of the nation as well as each
local authority, and is one of the basic
concepts to consider regarding urban
structures. More specifically, the
land use zoning plan which is
prepared in the development plans
marked the commercial uses of urban
centres. This is the major idea to
Note: Updated by CoMTrans Study Team based on “Existing
lead the ideal urban structure in a
Functional hierarchy of Urban Centres 1996, Colombo Metropolitan
region.
Regional Structure Plan 1998”
Figure 2.2.3 Functional Hierarchy of Urban Centres
(2) Urbanised Areas
The study of Colombo Metropolitan Regional Structure Plan 1998 shows the urbanised areas in
1981 and 1996. In addition, present urbanised areas can be found from the current population
density and the land use pattern. Figure 2.2.4 shows urbanised areas in 1981, 1996, and 2012.
10
Summary Report
The urban area in 1981 was

concentrated in the western part
of the Western Province around
CMC and surroundings, and some
local urban centres such as
Katunayake, Gampaha, Mirigama,
Avissawella, Homagama, Horana,
Kalutara, and Beruwala. By
1996, expansion of the urbanised
area was notably observed along
Negombo Road, Kadawatha and
Nittambuwa on Kandy Road,
around Kaduwela, along High
Level Road, along Horana Road,
and along Galle Road. By 2012,
the urbanised areas were extended
north to Negombo, and south to
Kalutara. The coastal area
became continuously urbanised.
More expansion towards the east
was also observed on High Level
Road and Kandy Road, and
towards Kaduwela.
Urbanisation was also found on
Horana Road, and around other
local urban centres. The
urbanised areas were formed
around CMC and the coast line in
a stripe shape. This is considered
as the basis of the current basic
urban structure. Note: Updated by the CoMTrans Study Team based on the map “Spatial
Distribution Pattern of Urban Centres, Colombo Metropolitan Regional
Structure Plan 1998”
Figure 2.2.4 Urbanised Areas in 1981, 1996 and 2012
2.3 Economic Activity

2.3.1 GRDP of the Western Province
The Western Province is the most developed and urbanised region in Sri Lanka and its Gross
Regional Domestic Product (GRDP) accounts for nearly 45% of the national GDP in the past five
years. The “City Cluster Economic Development – Sri Lanka Case Study” 2010 by the Asian
Development Bank, identified the Western Province as the main area in Sri Lanka for accelerated
economic growth. In terms of the share, the tertiary industry has had 64%, which is higher than
the rate of the National GDP. Table 2.3.1 summarises GRDP of the Western Province.
11
Summary Report
Table 2.3.1 GRDP at Current Market Prices of the Western Province (2006 – 2011)
Item 2006 2007 2008 2009 2010 2011*
GDP at Current Price of Sri Lanka
2,938,680 3,578,688 4,410,682 4,835,293 5,604,104 6,544,009
(Mil. Rs.)
GRDP at Current Price of Western
1,472,065 1,663,759 2,003,055 2,216,346 2,512,908 2,905,159
Province (Mil. Rs.)
Share of Western Prov. to Sri Lanka 50.1% 46.5% 45.4% 45.8% 44.8% 44.4%
Share of Primary Industry 1.7% 2.9% 3.1% 2.8% 3.0% 3.2%
Share of Secondary Industry 33.2% 31.9% 31.7% 33.0% 31.9% 32.7%
Share of Tertiary Industry 65.2% 65.1% 65.2% 64.2% 65.0% 64.1%
Note: * Provisional
Source: Central Bank of Sri Lanka
2.4 Motor Vehicle Registrations and Ownership

The total number of vehicles based on the revenue licences in the Western Province was 1,279,616
in 2012 according to the Motor Traffic Department of the Western Provincial Council. It has
grown continuously, and was 2.3 times larger than the revenue licences issued ten years ago.
Annually, it increased 8.5% on average. Compared to the population growth, which showed a
0.7% increase annually, the increase rate of vehicle population is much higher.
The number of motor cars increased as well, from 110,799 in 2002 to 244,636 in 2012. The
number of motor cars per 100 people also doubled, from 2.0 in 2002 to 4.2 in 2012. And the
number of three-wheelers has increased at a very high pace, almost 3.5 times in the past ten years.
These remarkable increases in the number of vehicles are causing more and more severe traffic
congestion in urban areas. Vehicle populations from 2002 to 2012 are shown in Figure 2.4.1.
0 200,000 400,000 600,000 800,000 1,000,000 1,200,000 1,400,000

2000
2001
2002 Motor Cars
2003 Three Wheelers
2004
Motor Cycles
2005
Buses
2006
2007 Dual Purpose Vehicles
2008 Heavy Vehicle
2009 Others
2010
2011
2012
Note: *AAGR: Average Annual Growth Rate from 2002 to 2012, calculated by CoMTrans Study Team
Source: Motor Traffic Department of the Western Provincial Council
Figure 2.4.1 Vehicle Population in the Western Province
12
Summary Report
CHAPTER 3 Present Urban Transport Problems and Planning Issues
3.1 Present Urban Transport Problems

The urban transport problems have been explored to identify the urban transport planning issues.
3.1.1 Traffic Congestion Divulapitiya Divulapitiya Trip Attraction Density

Negombo
Mirigama All Purposes - Western Province
Traffic congestion has been Katana

Minuwangoda
worsening in recent years on the
road network in the central area Attanagalla
of CMA. Traffic congestion

has brought about huge Ja-Ela Gampaha
economic loss by increasing Mahara
vehicle operating cost as well as

travel time cost. Wattala
Dompe
(1) Concentration of Trip Kelaniya

Biyagama
Attraction Colombo
Kolonnawa
Hanwella
Concentration of trip attraction Thimbirigasyaya

Kaduwela
can be observed inside CMC.

This concentration is one of the Dehiwala Maharagama
Padukka
causes for traffic congestion in Rathmalana
Homagama
CMA as shown in Figure 3.1.1. Kesbewa

Wattala
Mahara
Moratuwa
(2) Traffic Congestion in Ingiriya

Horana Kelaniya
Morning and Evening Peak Biyagama
Hour Panadura
Bandaragama
Colombo
Traffic congestion is observed Kolonnawa
in the morning and evening Legend Millaniya

Madurawala Bulathsinhala
peak periods at intersections of Trip Density (trip/ha)
radial arterial roads, especially < 20 Kaluthara
Thimbirigasyaya
Kaduwela
around the periphery of CMC < 50

< 100
and inner cities such as Borella, < 200
Dodangoda
Maradana, Dematagoda, Town < 400

Agalawatta
Hall and Nugegoda according < 600 Dehiwala Palindanuwara Maharagama
< 800
to the travel speed survey as Beruwala Mathugama
< 1,000 Kesbewa
illustrated in Figure 3.1.3 and 1,000 - Rathmalana
Figure 3.1.2. Walallawita
Source: CoMTrans Home Visit Survey, 2013

Figure 3.1.1 Concentration of Trip Attraction in CMC
13
Summary Report
Average Travel Speed 7 - 8 Average Travel Speed 17 - 18
Mattakkuliya Mattakkuliya
Kelaniya Modara Kelaniya

Modara
Kotahena Kotahena
Peliyagoda Peliyagoda
Maligawatta Maligawatta
Pettah Pettah
Aluthkade Dematagoda Aluthkade Dematagoda
Fort Fort
Maradana Maradana
Galle Face Galle Face
Kuppiawatta Kuppiawatta
Slave Island Slave Island
Kollupitiya Borella Kollupitiya Borella
Cinnamon Garden Cinnamon Garden
Bambalapitiya Thimbirigasyaya Bambalapitiya Thimbirigasyaya
Legend Narahenpita Legend Narahenpita
Travel Speed Travel Speed

Below 10 km/h Below 10 km/h
10 - 20 km/h 10 - 20 km/h
20 - 30 km/h 20 - 30 km/h
40 - 50 km/h 40 - 50 km/h
Above 50 km/h Above 50 km/h
CMC Boundary CMC Boundary

0 0.375 0.75 1.5 2.25 3 0 0.375 0.75 1.5 2.25 3
Kilometers Kilometers
Source: CoMTrans Travel Speed Survey, 2013 Source: CoMTrans Travel Speed Survey, 2013
Figure 3.1.3 Travel Speed in CMC Figure 3.1.2 Travel Speed in CMC in the
in the Morning Peak Hour Evening Peak Hour
3.1.2 Problems of the Railways
(1) Insufficient Linkage of the Network
The Main Line, the Coastal Line and the Kelani

Valley Line go out from Colombo and the
Puttalam Line branches from Ragama on the
Main Line. All the lines converge on the Fort
area but there are no mass transport systems
connecting laterally. That will force the
passengers to travel a long way to get to their
destinations. Some metropolitan areas in
developed and developing countries have
succeeded in developing an extensive railway
network with high service levels. This
contributes to promote the use of public transport
and to alleviate traffic congestion. While there
is a radial railway network in the Western
Province, the increase in service level of the
existing railway lines and connection of these
radial lines with high service level public
transport is essential. A well connected railway
Source: CoMTrans Study Team arranged from SLR data
Figure 3.1.4 Number of Tracks on Railways
14
Summary Report
network is required for the convenience of the passengers.
(2) Lack of Feeder Service for Railways
The circumstances in and around the stations are not sufficient for other transport modes to
provide feeder service such as station plazas, bus stands and park and ride facilities. These
facilities are not located close to the railway station in some cases. Railway stations should be
connected with other modes of transport for easy transfer to the other transport modes.
(3) Insufficient Integration among Public Transport
Railways should not compete with other public transport modes but should cooperate with them.
Railways only provide service from station to station. To use the railway, passengers have to
come to the station somehow. Bus or other road transport mode will provide feeder service to
the railway. However, railways are currently competing with buses running parallel to the railway
line such as Galle Road.
In terms of time tables of public transport, railways and buses servicing to railway stations
functioning as feeder service are generally independent in the Western Province. If bus and
railway frequency is significantly high, there would be minimum waiting time at transfer stations.
Coordinated time tables of the railways and buses will be significantly important in suburban
railway stations where frequency of railways and buses are relatively low.
(4) Lack of Railway Access to the International Airport
Railways can also provide feeder service to the International Airport. The Puttalam line runs
close to the airport but passenger service is not provided.
(5) Slow Operational Speed of Trains
As shown tale below the average speed is less than 30km/h which is relatively slow compared to
commuter railways in other countries. For instance, ordinary trains of private railways in Tokyo
is in the range of 40-45km/h and that of express trains are 50-60km/h according to Morichi (2005).
Other typical urban heavy railway examples in the world show the range of 40-50km/h (Gwilliam,
2002).
Table 3.1.1 Average Scheduled Train Operation Speed
Railway Line Average Railway Line Average
Speed Remarks Speed Remarks
and Section (km/hr) and Section (km/hr)
Main Line Coastal Line
Fort- Maradana 29 Quadruple track Fort – Ratmalana 24 Double track
Maradana – Ragama 32 Triple track Ratmalana – Panadura 18 Double track
Ragama – Gampaha 33 Triple track Panadura – Kalutara S 35 Double track
Gampaha – Ambepussa 35 Double track Kalutara S – Althugama 34 Single track
Puttalam Line Kelani Valley Line
Ragama – Ja Ela 30 Double track Maradana – Padukka 25 Single track, a
number of sharp curve
Ja Ela – Negombo 29 Mainly single track Padukka - Avissawella 25 sections
Negombo – Kochchikade 27 Single track
Source: Calculated based on Time Table of Sri Lanka Railways, Gwilliam, K. (2002) “Cities on the move – a World Bank
urban transport strategy review”, The World Bank, pp. 113.Morichi S. (2005) “Long term strategy for Transport System in
Asian megacities” Journal of Eastern Asia Society for Transport Studies. Volume 6, pp. 1-22.
15
Summary Report
(6) Deteriorated Rolling Stock, Track and Signalling Systems
Of the total rolling stock, the

availability of functional locomotives Age Distribution of Locomotives and DMUs
Locomotives
is about 70% and that of DMUs about
75%. It can be said that more than Diesel Multiple Units
half of the rolling stock are aged or
40
not available. DMUs and lower 36
33
class passenger coaches are not
air-conditioned. Trains are running 25 25
without closing the doors to intake air 17 17

for cooling. This is very dangerous 7
for the passengers. In modern 0 0 0 0
railway systems trains cannot start
when a door is open and the doors 0-9 years 10-19 years 20-29 years 30-39 years 40+ years Unknown
cannot open when the train is running. Source: Sri Lanka Railways
Renewal and modernisation of the Figure 3.1.5 Age Distribution of Rolling Stock
rolling stock is urgently required.
The railway tracks are deteriorated and in a dangerous condition. An important point is to build
safe tracks with minimum irregularities by replacing railroad materials including rails and
fasteners and then maintaining ballast in good condition to counteract age-based deterioration and
lack of maintenance. The Signalling System has deteriorated and it causes delays and the
cancellation of trains occasionally.
Source: CoMTrans Study Team Source: CoMTrans Study Team Source: CoMTrans Study Team
Figure 3.1.6 Deformation of Rail Figure 3.1.7 Irregularity of Figure 3.1.8 Broken Signal
Alignment
16
Summary Report
(7) Insufficient Line Capacity
The tracks of Sri Lanka

Railways are installed in a
way that they are radiating
from Colombo. Therefore,
many trains gather near
Colombo Fort and Maradana
during morning and evening
peak hours as illustrated in
Figure 3.1.9. Thus, triple
tracks and quadruple tracks
are already used in the Main
Line.

Figure 3.1.9 Train Distribution Diagram
(8) Insufficient Revenue of Sri Lanka Railways
The SLR has continuously

posted losses. Figure
3.1.10 depicts the revenue,
expenditures and profit/loss
of the SLR in the last six
years. The revenue could
not cover approximately
only half of the
expenditures. While the
revenues are relatively
level, there are some
fluctuations in the
expenditures.
Source: Sri Lanka Railways (unit: Rs. Mn.)

Figure 3.1.10 Revenue, Expenditure and Profit/Loss of the Sri
Lanka Railways
17
Summary Report
(9) Insufficient Expenditure for Maintenance
Distribution of recurrent expenses of Sri Lanka Railway in Year 2010 indicates labour cost
accounts for almost three quarters of the total cost and fuel cost follows. Material cost is only
0.5% and this is extremely small. Internationally, in most systems it will cost 5 to 10 % for
procuring spare parts or replacing the systems. It is deemed that maintenance of the system is
neglected or postponed. Higher efficiency in the use of labour and energy is required to reduce
these costs and more allocation for maintenance cost is required.
(10) Low Level of Service of Kelani Valley Line
The Kelani Valley Line runs along High Level Road. It is located in highly populated areas and
reaches Fort station. However, only ten trains a day are operated in each direction. Trains
going to Fort are concentrated in the morning and most of the trains from Fort are operated in the
afternoon. KV line was originally constructed as narrow gauge and converted to broad gauge in
1996. There are still a lot of sharp curves and the track condition is not good. The line does not
fulfil its role. Modernisation of this line is also recommended.
3.1.3 Problems in Bus Transport and Other Road-Based Public Transport
(1) Low Bus Operation Speed due to Traffic

Congestion on Roads ±
64
117
164
1
13
85
Roads in the CMA, especially radial transport
1
10
94
corridors, are congested during peak hours.
4
13
104
49
Since buses share the road space with private

1 79
22
motorised modes of transport such as cars,

5
21
0
130
16
motorcycles and three-wheelers the travel speed 56 76

6
12
54
313 98
129
of bus transport is dependent on the other modes.

54
7
36
57
6 277
41
96
73
8
Moreover, travel speeds of buses are usually even

35
90
79
49
72
39 34
174
7
slower than passenger cars as they have to stop at

13
72
56
118 58
6
54
59
539
77 61
52
176
248 492
249
184 508 371 32
bus stops and passenger car can take the shortest

192
33
18
9
69
21
6
157
74
path regardless of routes.

19
253
131
45
19
55
384 51
8
165
96
24
54
45 24
5
6
108 160
246
52
120
92
43
147
44
307 300
169
61
In line with economic growth, the shift to private

121
173 164
16
120 60
154
62
1
7
86
118
58
15
11 42
8 119 75
93
motorised modes of transport is expected. This

75
145
61
33
107
148 139
50
60
132
will further decrease the travel speed of buses.

22
44
211
31
58
21
38
9
214 268
37
Therefore, this causes a vicious circle of losing

25
7
156
66
28
7
32
38
238
49
public transport. Public transport with a dedicated

165
79
34
108
297
96
123
14 14
2 8 56
track, lane or road is requisite to break the

2
24
155
33
3
35
21
170 197
vicious circle. Thus, the development of space

73
38
13
370
14
7
2
97
for bus and road-based public transport is

14
357
150
55 45 12 17
8 99
required.
329
9
83 151
186 175
75
58 70
359
(2) Pettah-Centred Bus Network Bus Frequency at Peak Hour Legend Legend
Buses CMC Boundary
Kilometers Buses CMC Boundary
Road Network (Strada) Western Province Districts
0 0.5 1 2 3 4 Road Network (Strada) Western Province Districts
In the Western Province, approximately 25,000 Source: CoMTrans Study Team

round-trips of intra-province buses are operated. Figure 3.1.11 Bus Operation during 7 - 8
Amongst those, 8,000 round-trips are made AM in the CMC and Surroundings
18
Summary Report
from/to the Pettah and Fort areas of Colombo. This means that bus routes in the Western
Province are directed toward the Pettah area. In the case of inter-province buses, a half of the
bus routes which cross the boundary of the Western Province have one of their terminal points in
the Pettah or Fort area. The route system in the region is a radial pattern. This creates a
significant load on the road system in the city centre. From the passengers’ point of view, they
cannot help going to the Pettah or Fort area to go to a city in another corridor.
(3) Lack of Integration with Railways and Other Bus Terminals
Unlike private modes of transport, public transport requires connecting with each other.
Railways are generally suitable for longer and high demand trunk routes with high capacity and
relatively straight alignment. On the other hand, buses can serve narrow roads even with less
traffic demand. However, some buses in Colombo have both of these functions. These two
modes are often competing such as on the Colombo to Negombo, Gampaha, Homagama and
Moratuwa corridors. This results in excessive congestion in the bus fleets and congestion on the
roads.
Although some railway stations have station squares and bus stops in front of them, those two
modes of public transport are not properly connected in terms of train/bus schedules and routes.
Since the public transport is a network system, these two modes should be planned in an
integrated manner.
Gunasinghapura Bus Stand Operated by

Western Provincial Council
Central Bus Stand

Operated By SLTB
Fort Railway Station Bastian Bus Stand

Operated By NTC
Boarding Locations
0m 250m 500m
Alighting Locations
Source: Ministry of Transport and CoMTrans Study Team
Figure 3.1.12 Bus Terminals and Stops in the Pettah Area
(4) Low Service Level of Bus Operation
Although the private bus operators are making a profit with the current fare levels, their business
19
Summary Report
is dependent on depreciated bus fleets with minimum maintenance due to the lack of proper
management and ownership.
(5) Difficulty in Improvement of SLTB’s Bus Service
The SLTB suffers a financial loss every year and they are not able to improve the level of bus
service, including frequency, travel time and the comfort of bus fleets. This is partly because the
SLTB is providing a public service such as school buses for school children, night buses and buses
for rural areas where sufficient bus passenger revenue cannot be obtained. Inefficiency in
operation and political intervention and competition with private operators are also affecting this.
(6) Inconvenient Bus Operation for Passengers due to Bus Rental System of Private Bus
Operation
Although some operators have a large number of buses, the majority of private bus operators are
small scale and owners have only a few buses for rent to bus crews. In some cases bus drivers
and conductors must pay the bus rental cost and fuel cost from the bus fares they collect from bus
passengers. They attempt to maximise fare revenue and they are not very concerned with the
convenience of passengers. This leads to unpleasant bus services to bus passengers.
On the other hand bus owners are not able to manage bus operation since they cannot trace the
location of buses on the road. Furthermore bus operators cannot check the bus fare collection
exactly which is collected by bus conductors on board. Thus the bus owner and operators utilise
the bus rental system to reduce their management efforts and risk from the bus operation. This
bus operation system makes it difficult to provide reliable bus operation; buses on the same routes
are operated based on the time table but it is difficult to make real time adjustments of bus
operation due to lack of coordination.
(7) Difficult Coordination between Public and Private Bus Operations
The bus time tables are prepared for many bus routes in the region; however, in the case of public
and private bus operators jointly operate buses on the same route, bus operation in accordance
with timetables is difficult to achieve due to traffic congestion and difficult coordination between
two operators.
(8) Insufficient Support for Bus Fare Discount for the Transport Poor
Bus fare is set by NTC at an affordable level by taking the ability to pay of ordinary people into
account. Bus crews of private operators should operate buses at regulated fare levels thus it is
difficult for them to get students and pupils on board at discounted rates compared to the SLTB
buses. Under these situations, only public buses and limited private buses could provide
transport service for students and pupils at a discounted fare. Since these people are regarded as
“transport poor” whose ability to pay for transport is generally low, the government provides
subsidy for this kind of service.
The support for public transport is available for passengers on SLTB buses and the limited private
buses and Sri Lanka Railway only. There is no discount ticket for pupils and students on private
bus services except Sisu Seriya because the government does not provide financial support to the
private operators. As a result, pupils and students do not use private bus services except special
20
Summary Report
bus services supported by the government due to relatively high fares. From the bus operator
point of view, private bus operators are not able to take pupils and students at very low discounted
fare.
SLTB operates buses on the same bus routes where private bus operators operate buses for helping
bus passengers who travel at a discount rate. However this kind of arrangement of bus operation
made by two different operators brings about inconvenience for bus passengers. Eventually bus
frequency is reduced for students and pupils.
(9) Insufficient Management on Bus Operation
Bus operation is not well managed since it is difficult for the management to monitor the bus
operation on a real time basis. Moreover bus fare collection is also difficult to check whether it
is properly collected and whether the full amount is submitted to the management of the bus
operators. To avoid such difficulties, sometimes management use a bus rental system with bus
crews. In the bus rental system, bus operators and bus owners do not have to take care of bus
operation and bus fare collection. They do not take operational risks and force responsibility on
to the bus crews. This improper management of bus operation leads to a low level of bus
service.
(10) Market-Driven Regulatory Scheme of Road-Based Public Transport Modes
Three wheelers and other road-based public transport vehicles are usually owned by small
operators and individuals as this sector is less regulated and is market-driven. While an initial
registration and an annual renewal of the three-wheeler licences are required, there is no
restriction on the number of three wheelers.
Notably the surge in the number of three-wheelers is significant. As the industry is directly
linked with the employment of drivers as well as transport in areas which are not covered by buses,
coordination among relevant agencies and stakeholders to find a solution which will not affect the
employment or transport service is essential.
Table 3.1.2 Road Density in Selected Cities
3.1.4 Problems on Road Network Administrativ
Road area
City/Area* Data Year e Area % of
(km2) km2 Administrative
(1) Insufficient Road Network Area
City of London 2005 3.2 0.8 25.0
Current traffic demands mean that the CMC 2013 40.0 4.3 10.7
roads are almost at capacity or exceed Inner New York 2010 59.0 15.2 25.7
capacity at several points during the Inner Tokyo 2009 75.0 16.2 21.6
City of Paris 1999 105.0 27.0 25.7
peak hours. Especially, road traffic Inner Shanghai 2008 108.0 13.0 12.0
between the CMC and the eastern part Inner Bangkok 2006 225.0 16.0 7.1
of the suburban areas, such as Taipei City 2008 272.0 20.9 7.7
Battaramulla, depends on one major Inner London 2005 310.0 56.5 18.3
Seoul City 2007 605.0 82.3 13.6
arterial road and no alternative roads
Tokyo 23 2010 622.0 101.2 16.3
parallel to the major arterial road have Jakarta City 2007 656.0 48.0 7.3
been developed yet. As a New York City 2010 789.0 165.9 21.0
consequence the road network forms a CMA 2013 996.0 37.4 3.8
“fish bone” shape and excessive traffic Greater London 2005 1595.0 196.0 12.3
flows are concentrated on the one Source: Morichi, S and Acharya, S.R. (eds) (2012) Transport
Development in Asian Megacities- New Perspective-, Springer
CoMTrans Study Team, Land Use Survey
21
Summary Report
major arterial road. Merging points at major intersections in suburban areas have become
bottleneck intersections.
(2) Lack of Pedestrian Space
Almost none of the roads have sufficient space for sidewalks and shoulders under the existing
conditions. Most urban roads lack space for pedestrian traffic. Only a few arterial roads
provide sidewalks for pedestrians and this lack of sidewalks might cause frequent and serious
traffic accidents involving pedestrians. Therefore, establishment of design standards for urban
roads is needed and it is essential to improve the urban roads in accordance with the urban road
design standards for road traffic safety.
(3) Lack of Road Network Master Plan for the CMA
The arterial road network has been developed and maintained by the Road Development Authority
and CMC, however, no arterial road network development plan has been established for the whole
of CMA. Therefore a road network master plan which considers comprehensive development of
public transport should be established.
(4) Lack of Road Design Standards

for Urban Roads
Highway design standards for

intercity roads have been established
and have been applied for road
development and maintenance.
The characteristics of urban traffic
are different than intercity traffic,
for instance, the traffic speed of
intercity traffic is generally higher
than urban traffic and pedestrian
traffic is more important in urban
areas. Thus it is desirable to
develop a highway design standard
specifically for urban roads.
(5) Low Accessibility of the Existing

Expressway Network
The existing Southern Expressway

(SEW) and on-going Outer Circular
Highway (OCH) will form a
circumferential expressway network
which will run in the fringe of the
metropolitan area. At present it is
a considerable distance from the
existing Kottawa interchange to the
City centre of Colombo and it takes
around one hour, depending on
Figure 3.1.13 Existing Road Network in CMA
22
Summary Report
traffic conditions. Car drivers and passengers cannot fully enjoy express service on the
expressway due to the long distance from the nearest interchange. Therefore, accessibility
between expressway’s interchanges, the suburbs and the centre of Colombo should be enhanced.
In addition traffic flows on the existing ordinary road network should also be distributed to secure
proper travel time and speed.
(6) Need to Enhance Access to Colombo Port for Cargo Transport
In terms of cargo transport, there is no expressway access to the Port of Colombo at this moment.
The Port of Colombo is an international hub in the Indian Ocean and the nation’s largest port.
Roughly three quarters of container throughput is transhipped in the Port of Colombo and the
volume of import and export cargo has drastically increased in the last decade. According to the
Screen Line Survey results and Truck OD Interview Survey results of the CoMTrans, a large
number of large trucks utilise the Negombo corridor where several export processing zones
(EPZs) and industrial estates are located followed by the Kandy corridor which has large
hinterlands in the northern and central parts of the Island.
Although the Port Access Road functions as a main access road to the Port as an exclusive road
for the port-related vehicles, the Port Access Road does not connect with the expressway network
of the Colombo Katunayake Expressway (CKE) and the Southern Expressway. Congestion is,
therefore, observed in the area around the entry points of the Port Access Road. The situation
might be similar or even aggravated after the completion of on-going expressway projects, the
Outer Circular Highway (OCH) and the Northern Expressway, as there is no direct access from
the Port to the expressway network. This can significantly contribute to worsen the congestion
along with the projected surge in the number of private vehicles in urban areas.
(7) Lack of Linkage of Expressway Network
When the Colombo Katunayake Expressway (CKE) is connected with the on-going OCH and the
planned Northern Expressway, a considerable amount of vehicular traffic flow from the northern
parts such as Kandy and Negombo would come to the city centre through CKE and cause traffic
congestion at the end of CKE at the northern part of the new Kelani Bridge. A significant
amount of traffic flow would approach the bridge but it is expected to cause traffic congestion at
the bridge due to the limited traffic capacity. To deal with this anticipated traffic problem at the
bridge, elevated road development is planned to distribute the traffic concentration to other areas.
Even if an elevated road which connects with the CKE is developed, it would merely move the
traffic congestion to the next intersection.
3.1.5 Problems on Traffic Control and Traffic Management
(1) Traffic Congestion at Intersections
Traffic congestion is seen at many intersections in the city centre of Colombo Municipality.
Signal phasing is not appropriate at many signalised intersections. Traffic congestion is also
observed at roundabouts and it is caused by the shortage of traffic capacity at roundabouts. As
traffic demand increases, traffic flows cannot be properly dealt with without traffic signals.
23
Summary Report
(2) Reduction of Traffic Capacity due to On-street Parking
Traffic congestion is caused by the reduction of traffic capacity due to on-street parking because
there are only a few parking spaces available in the city and the regulation of street parking is not
strict in the Colombo Municipality.
(3) Traffic Accidents
The number of traffic accidents has been increasing from 2009 to present in the Western Province.
Fatalities involved in traffic accidents are pedestrian (43%) and motorcycles/mopeds (29%).
About 75% of pedestrian fatalities are in the age group over 40 years old. Special attention
should be paid for protection of older people from a traffic safety point of view.
About 70% of traffic accidents occurred at road sections between intersections. This implies a
lack of sidewalks on arterial roads. This suggests the necessity of developing more sidewalks
and pedestrian facilities to protect people from traffic accidents. Regarding the causes of traffic
accidents 80% are from human factors such as aggressive/negligent driving and speeding. To
reduce this kind of dangerous driving practices, driving education might be effective.
Source: Sri Lanka Police Source: Sri Lanka Police

Figure 3.1.15 Number of Accidents and Figure 3.1.14 Fatalities by Transport Mode
Injured in the Western Province
24
Summary Report
CHAPTER 4 Perspective of the Colombo Metropolitan Area
4.1 Identification of the Colombo Metropolitan Area

4.1.1 Identification of the Colombo Metropolitan Area (CMA)
The Colombo Metropolitan Area

is defined in order to analyse and
assess future transport demands
and formulate a master plan.
For this purpose, Colombo
Metropolitan Area (CMA) is
defined by:
a) areas that are already

urbanised and those to be
urbanised by 2035, and
b) areas that are dependent on
Colombo.
In an urbanised area, urban

activities, which are mainly
commercial and business
activities, are active and it is
assumed that demand for
transport is high. People living
in areas dependent on Colombo
area assumed to travel to
Colombo by some transport
measures.
According to the factors, which

are the population distribution,
the land use pattern, the on-going
development projects, and
commuters trip, the urbanised
area, namely CMA was identified
based on the DSD boundaries.
Figure 4.1.1 Colombo Metropolitan Area
25
Summary Report
4.1.2 Socio-Economic Framework
(1) Projected Population to 2035
The projected population to 2035 is summarised in Table 4.1.1. Population of the Western
Province is now 5.8 million, and it is estimated to reach 7.9 million in the selected medium growth
scenario.
Table 4.1.1 Projected Population of Western Province to 2035
2001 2012 2015 2020 2025 2030 2035

Population 5,381,197 5,821,710 6,007,500 6,386,000 6,842,200 7,369,100 7,940,200
‘01-'12 ‘12-'15 ‘15-'20 ‘20-'25 ‘25-'30 ‘30-'35
Average Annual
0.72% 1.05% 1.23% 1.39% 1.50% 1.50%
Growth Rate
(2) Forecast of GRDP Growth
It is assumed that the share of the primary sector would decrease at the same rate of decrease as
that in the employed population of the primary sector. The share of the secondary sector
increased in the past five years at the annual average rate of 0.5%, and the share of the tertiary
sector is slowly decreasing at the annual average rate of -0.3%. It would continue till 2035 at the
same trend. Figure 4.1.2 shows GRDP forecast by each industrial sector.
4,500,000
4,000,000
3,500,000
3,000,000
2,500,000 Tertiary
2,000,000 Secondary
1,500,000 Primary
1,000,000
500,000
0
2011 2015 2020 2025 2030
Note: 2001: Census of Population and Housing 2001, Department of Census and Statistics
2012: Estimation by CoMTrans Study Team based on the preliminary result of Census of Population and
Housing 2012 and Sri Lanka Labour Force Survey Annual report 2011, Department of Census and Statistics
2015-2035: Projection, CoMTrans Study Team
Figure 4.1.2 GRDP Projection by Industrial Sector in Western Province
26
Summary Report
(3) Forecast of Employed Population
Based on the past trend, assumed social changes such as increasing school enrolment and
women’s social progress, and the CoMTrans Home Visit Survey, the employed populations were
estimated as shown in Figure 4.1.3 and the employed populations by industrial sectors were
projected as shown Figure 4.1.4.
Source: Refer to Figure 4.2.1
Figure 4.1.3 Proportion of Forecast Employed Population in Western Province
3,500,000
3,000,000
2,500,000
2,000,000 Tertiary Sector

Secondary Sector
1,500,000
Primary Sector
1,000,000
500,000
0
2001 2012 2015 2020 2025 2030 2035
Source: Refer to Figure 4.2.1
Figure 4.1.4 Projected Employed Populations by Industry Sector
(4) Forecast of Student Population
Based on the CoMTrans Home Visit Survey and government policies on education, future student
populations are forecasted. Table 4.1.2 shows the existing and projected student populations:
27
Summary Report
Table 4.1.2 Projected Student Populations in Western Province and CMA

Western Province 2012 2015 2020 2025 2030 2035
Total Population 5,821,710 6,007,500 6,386,000 6,842,200 7,369,200 7,940,200
Kindergarten 15,982 17,100 18,200 19,400 20,800 22,200
School Students (Grade1-G.C.E.(A/L) 1,131,382 1,197,000 1,318,400 1,419,200 1,501,800 1,587,300
Students (grade1 - grade5) 422,049 438,100 461,600 474,300 504,500 532,800
Students (G.C.E. (O/L)) 123,303 135,500 157,800 178,000 192,000 200,600
Students (G.C.E. (A/L)) 139,128 154,200 188,600 222,500 240,000 250,700
University Students 42,398 48,200 65,800 83,000 99,500 116,400
Other Students 27,681 32,000 39,100 46,200 49,800 52,000
Total Students 1,217,442 1,294,300 1,441,500 1,567,800 1,671,900 1,777,900
% of Student Population to Total 20.9% 21.5% 22.6% 22.9% 22.7% 22.4%
4.1.3 Forecast of Population by Income Group
It is assumed that income for households would simply grow at the same rate of the GRDP growth
projection. Figure 4.1.5shows the projected population by income level. In 2012, 68% of total
population was Group C and only 8% was Group A. In 2035 the Group C population will be less
than 1 million, which is 13% of the total projected population, and over 4.5 million will be in the
Group A population, which is 57% of the total.
Note: 2012 Estimation from CoMTrans Home Visit Survey. Income Unknown: 10,961 (0.2%)
2015-2035 projection, CoMTrans Study Team
It is considered that income 80,000 and over is Group A , income between 40,000 and 79,999 is Group B and, income
below 39,999 Rs is Group C.
Figure 4.1.5 Proportion of Projected Population by Income Level in the Western Province
28
Summary Report
4.2 Urban Structure of the Western Province

4.2.1 Envisioned Urban Centres and Urbanised Area
In the same way that urban structures were considered based on the factors mentioned in section
4.1, identifying urban centres is an essential step to formulate the urban structure.
Commuter trips are a new finding from the CoMTrans Home Visit Survey, in addition to the
current land use, population density, and other factors. It guides the identification of urban
centres as a base of urban structure.
Figure 4.2.1 shows desire lines for OD

pairs with the two highest trip rates
(Home-to-Other) in the Western
Province. The origins and destinations
show urban units, and this becomes
clearer in observing the trip ends. This
figure also shows where the active
commercial and business areas are in
the present condition, namely, urban
centres.
In the future, a strategic scenario is to

be adapted and major urban centres and
envisioned urbanised area is presumed.
Agglomerations of urbanised areas are

characterised by the corridors or other
special functions, and clustered. Thus,
the urban structure of Western Province
is formulated as shown in Figure 4.2.2.
Figure 4.2.1 The Most Popular Destinations with

Two Largest Trips from Each Zone
29
Summary Report
Figure 4.2.2 Envisioned Urban Structure of Western Province
4.3 Population Distribution

4.3.1 Future Population Distribution
The population is distributed by considering the factors such as the road and public transport
networks, the interchanges of Expressways and the future urban structure including the location of
the urban centres, the employment centres or industrial estates. In the case of the medium
population growth scenario, the population density in 2035 is estimated as shown in Figure 4.3.1.
As shown in the population density map, the Combo Metropolitan Area will have higher
population density. The suburbs of Colombo would be more populated areas, especially the
30
Summary Report
Battaramulla area will attract more population. In the Gampaha District, population would
concentrate along the Kandy Road, the Main Line of the railway, and Negombo Road. In
Kalutara District, the populated area will be along the coast. While rural conditions will remain
in the south-eastern part, small rural centres will be populated such as Matugama.
Note: Calculated by CoMTrans Study Team. Expressways/Highways are shown on the map as reference.
Figure 4.3.1 Projected Population Densities 2035
31
Summary Report
CHAPTER 5 CoMTrans Urban Transport Master Plan
5.1 Future Perspective of Colombo Metropolitan Area

5.1.1 Perspective of Socio-Economic Aspect and Urban Structure
(1) Population Growth and Suburbanisation
Population will grow in the Western Province. It is projected to increase from 5.8 million people
in 2012 to 7.9 million in the target year of 2035. The population of the Colombo Metropolitan
Area will increase more rapidly since the metropolitan area is the main urban area of the province.
Recently the population in CMC has been decreasing, while the population in the suburbs has
been increasing rapidly. This suburbanisation continues and expands the urbanised area outward
from the city centre.
(2) Urban Development in the City Centre
Urban development projects are planned mainly in the city centre and job opportunities will
increase in the central area. Since the residential area will disperse and the urban area will be
expanded to the suburb, it implies that commuter trips to the city centre will increase and the
travel distance of commuters will be longer due to the dispersion of the residences of the
population.
(3) Increase in Real Household Income
As high economic growth is expected in the nation, real term household income will increase. In
accordance with GRDP growth, real household income would also increase proportionally. It is
estimated that the composition of Group C1 households, of which the monthly income is lower
than Rs 40,000, would decrease from 67.8 % in 2012 to 12.5 % in 2035. In contrast the
composition of Group A households would increase from 7.6% in 2012 to 56.3% in 2035.
(4) Increase in Ownership of Private Modes of

Transport
The increase of household income would bring about

an increase of ownership of private passenger cars
and motorcycles. The increase of private modes of
transport naturally increases traffic demand on the
roads and would cause serious traffic congestion.

Figure 5.1.1 Increase of Person Trip
1
Classification of income Demand by Region: 2013 – 2035
Group C: <40,000Rs./HH/Month; Group B: 40,000-79,999Rs./HH/Month; Group A: 80,000 Rs/HH/Month and over
32
Summary Report
5.1.2 Projected Transport Demand
In 2035 the total person trip production in the Colombo Metropolitan Area would increase to
almost 12.2 million person trips per day and this is 1.75 times of the present person trip demand of
6.9 million person trips per day as indicated in Figure 5.1.1
5.2 Planning Issues for Urban Transport System Development

It is anticipated that traffic congestion will continue getting worse and worse without efforts on
the improvement of public transport systems and the restriction of private modes of transport by
the government. Planning issues in urban transport system development are identified as
follows:
5.2.1 Dealing with Peak Transport Demand and Concentration of Traffic in the City Centre
Traffic congestion is brought about by peak traffic demand in time and spatial concentration of
vehicular traffic in the city centre. To tackle the traffic congestion problem, one way is to flatten
the peak demand by a staggered working hour system.
Another countermeasure is to distribute traffic concentration in the city centre to sub centres.
This would be achieved by developing urban centres in suburban areas where a sufficient number
of job opportunities should be provided. By distributing job opportunities in sub centres,
thesesub centres would attract the employed population from the surrounding areas and could
reduce traffic concentration in the city centre.
5.2.2 Need to Shift from Private Modes of Transport to Public Transport
To deal with the traffic congestion problem in the city, the reduction of vehicular traffic demand is
the main issue to pursue. Since the total travel demand in Colombo Metropolitan Area would
increase in the planning period, a shift to public transport from private modes of transport is a
challenging task for the Government. As traffic demand increases, traffic congestion on the road
network would be worse and travel speed would be reduced in the future. The operation speed
of ordinary buses will also be lower due to traffic congestion.
Public transport systems generally provide less convenient and longer travel time compared to
private modes of transport, which can provide door-to-door service. Consequently, the public
transport network to be introduced should be at a high level of service and congestion free by
providing dedicated transport space in order to compete with private modes of transport.
In this regard, a heavy rail system, a medium-sized transit system and a bus rapid transit system
can be regarded as public transport systems with a high level of service in terms of operational
speed and punctuality. It is therefore recommended to formulate the public transport systems for
the Colombo Metropolitan Area with these congestion free systems and cover the public transport
service area as widely as possible.
According to the historical trend of modal shift in the last 28 years, the number of passengers
crossing CMC boundary by private mode of transport increased approximately 2.5 times while the
number of passengers using public transport remained roughly static. The vehicle ownership in
recent years also shows a surge in the number of passenger cars, three-wheelers and motorcycles.
33
Summary Report
Group A households are captive to private US cities European cities
modes of transport according to the Home
Developed Asian Developing Asian
Visit Survey results. Taking into 900
consideration the fact that economic
No of cars per 1000 population

Atlanta
800
growth is expected in the CMA with huge Rome Houston US cities
700
urban development projects, the modal
600
shift to private modes of transport will be Frankfurt
accelerated if no government intervention 500 Paris New York EU cities

is taken. Figure 5.2.1 shows vehicle 400
London Tokyo
ownership and gross regional products 300 BKK
Athens
Developed
Taipei
(GRP) per capita of cities in the United 200 JKT BJG Seoul
Asian cities
Singapore
States (U.S.), the European Union (EU) 100 MNL Hong Kong
and Asia. Cities in U.S., EU and 0 Shanghai
developed Asian cities took different 0 10 20 30 40 50 60

paths. While U.S. cities are dependent on GRP per capita ('000 US $)
cars, developed Asian cities succeeded to
deter vehicle ownership with Source: Morichi, S and Acharya, S.R. (eds.) (2012) Transport
development of public transport systems. Development in Asian Megacities -A New Perspective-, Springer
Figure 5.2.1 Vehicle Ownership and GRP per

As shown in Figure 5.2.2, the share of Capita of Cities in U.S., E.U. and Asian Cities
public transport will continuously
decrease with economic growth if the Public transport mode share and timing of transit investment
government does nothing. While some
U.S. cities are recently trying to increase
Public Transport mode share
the share of public transport to reduce Desirable path

externalities of private mode of transports,
a limited number of cities have succeeded Feasible Unfeasible
to regain a share of public transport.
Once car ownership and a share of private Difficult
mode of transport increases, it is difficult
Do-nothing-path Feasible
to reverse it due to the captive
characteristics of car users. Timing
Early Appropriate Late Indicator
With the decrease of travel speeds on the
roads due to the abovementioned severe Source: Hanaoka, S. (2014) ” International Experiences in
traffic congestion, the travel time of buses Urban Transport Policies and Financial Options for Urban
will increase. This might accelerate the Transport Projects” presented for CoMTrans Special
shift to private modes of transport. It is Seminar on Sustainable Urban Transport Development on
highly expected to break this vicious circle 21st January, 2014
though provision of convenient, fast and Figure 5.2.2 Public Transport Mode Share
high capacity public transport modes. and Timing of Transit Investment
34
Summary Report
5.2.3 Environmental Friendly Transport System
In Sri Lanka, the transport sector contributed more than 50% of the CO2 emissions in 2010.
Road transport contributes 94 percent of CO2 emissions produced by the transport sector. Since
it is expected that CO2 emissions will grow in accordance with the increase in vehicle ownership,
the environmental policy for the promotion of lower emission vehicles such as electric cars and
hybrid cars should be supported to control CO2 emissions. At the same time, the promotion of
public transport should also be taken into account for reduction of CO2 emissions.
5.2.4 Transport Facilities for the Physically Handicapped
At present barrier free facilities such as elevators and escalators are not yet provided at railway
stations and bus terminals. Thus it is not convenient for physically handicapped people to use
public transport. It is required to provide such facilities to support them to travel as normal
people in the city.
5.2.5 Transport System to Promote Health
Transport facilities for walking and bicycles have not had attention paid to it for a long time.
Walking and bicycling has become popular since these modes are environmentally friendly and
good for health. Walking is the most basic means for travel; therefore, the walking environment
should be improved and developed in the future. Development of a pedestrian network separated
from car traffic is good from the viewpoint of safety and good health overall. Furthermore,
improvement in the walking environment would support the promotion of public transport use
since when people use buses and the railways, they usually access the railway station and bus
stops on foot.
5.3 Objectives for Urban Transport System Development

The analyses of the present urban transport problems and the planning issues in the Colombo
Metropolitan Area have led to the identification of four major objectives which the urban transport
system development needs to pursue.
5.3.1 Equity in Transport to All the Members in Society
A minimum level of transport service should be provided to all members of society. In the
Colombo Metropolitan Area, the mobility of Group C is limited due to their insufficient income.
The role of public transport is thus of great importance in providing affordable means of transport
for the Group C people to access urban services.
At the same time, it is necessary to develop transport facilities for the physically challenged.
Such facilities are seldom seen in the CMA at the present time and the gradual improvement of
transport facilities is needed.
Affordability of Public Modes of Transport
A rail-based transport system is better than a Bus Rapid Transit(BRT) and other types of road
based public transport systems since a rail-based transport in general have a larger passenger
transport capacity than ordinary bus transport. Usually, rail-based transport has a grade separated
35
Summary Report
structure and is not disturbed by other modes of transport; consequently, it runs faster than BRT
since BRT usually must stop at intersections. However, it requires a huge amount of investment
as well as having a higher operation cost. This implies that the system needs to charge the
passengers a higher transport fare. According to the Home Visit Survey, the Group C with a
monthly income less than Rs 40,000 pays about Rs 4,000 for transport. This implies that about
10% of household income is consumed for transport. According to worldwide household
expenditure statistics, the average transport expense is usually around 10% of household income
and if it exceeds the 10%, households must sacrifice some other expense2. Most households
therefore, cannot afford to pay more for transport than at the present level. If the fare of new or
improved public transport system is much higher than the presently prevailing fare level, the
majority of residents will not be willing to pay for a higher transport fare. Until their household
income increases to a certain level, the government should provide financial support for
developing the new transport systems and probably for operation costs in the beginning.
5.3.2 Efficiency in Transport Systems to Support Economic Activities
Traffic congestion has resulted in a considerable amount of economic loss to society because of
longer travel times, lack of punctuality and the deterioration of the environment. Efficiency in
transport can be achieved by balancing transport demand and transport network capacity.
Alleviation of traffic congestion can be dealt with in the following three ways: 1) by increasing
road capacity through the development and improvement of the road network; 2) by optimising
the utilisation of the existing road capacity by using a traffic control system and providing traffic
information; and 3) by decreasing excessive vehicular traffic demand through transport demand
management and diverting private mode users to public modes of transport.
At the same time, the promotion of public transport usage would also contribute toward economic
efficiency by reducing vehicular traffic demand on the congested urban road network. Mass
transit systems have an advantage over private modes of transport in terms of travel costs and
lower consumption of space in the context of an urban area. The combination of all the
approaches mentioned above will create an efficient transport system.
5.3.3 Environmental Improvement and Health Promotion related to Transport
Air pollution caused by motorised vehicles should be minimised through emission controls for
automobiles, promotion of public transport and traffic demand control, especially in the congested
areas. Countermeasures to reduce PM10 should be the main focus, particularly in the CMA. In
addition, aesthetics should also be considered for developing an urban transport system.
Recently people are more concerned with health and tend to do physical exercises. Walking and
bicycling are good for health and transport facilities such as pedestrian paths and cycling roads
should be developed for supporting these activities.
2
Source: Jarvi Kauppila, Administrator Ten Stylised Facts about Household Spending on Transport 1 Joint Transport Research
Centre of the OECD and the International Transport Forum No. 1/2011
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Summary Report
5.3.4 Traffic Safety and Security in Transport
Since lives are invaluable and death and injury due to traffic accidents will bring great grief to
family members and friends, traffic safety should be enhanced and the number of accident victims
should be minimised through the enforcement of laws and regulations, intensive public campaigns,
and training and education for drivers as well as the general public. Improvement of traffic
facilities through engineering design would contribute to the reduction of traffic accidents.
Furthermore the security of children and women in public transport should be improved and it
would partly contribute to increase the use of public transport.
5.4 Urban Transport Policy

To achieve the four different objectives for transport system development, the following transport
policies are essential for the CMA:
1) Promotion of Public Transport Use

2) Alleviation of Traffic Congestion
3) Reduction of Air Pollutants/Traffic Noise and Promotion of Health
4) Reduction of Transport Accidents and Improvement of Security
These four transport policies are inter-related as illustrated in Figure 5.4.1. The promotion of
public transport is a principal measure to reduce dependence on private modes of transport.
Mere improvement of public transport services, however, would not entice people who are
accustomed to using private modes of transport to shift to public modes.

Figure 5.4.1 Relationship between Urban Transport Policies
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Summary Report
5.5 Analysis on Major Transport Corridors
5.5.1 Seven Major Transport Corridors
Prior to the evaluation on the urban transport system development scenarios, preliminary analysis
on seven major radial transport corridors was undertaken to understand the potential transport
demand in the target year 2035. Seven transport corridors have been identified as major radial
corridors which connects the city centre of Colombo and major urban centres in CMA as
illustrated in Figure 5.5.3.
No. of Passengers by Mode (One No. of Vehicles by Mode
Direction, 1,000 per Day) (One Direction, 1,000 per Day)
0 10 20 30 40
0 2 4 6 8
Negombo Negombo
Kandy Kandy
Low Level Low Level
Malabe Malabe
High Level High Level
Horana Horana
Galle Galle
Car/Van/Pickup Motorcycle 3 Wheeler
Car/Van/Pickup Motorcycle 3 Wheeler Bus Truck
Bus Rail
Source: CoMTrans Screen Line Survey 2013 Source: CoMTrans Screen Line Survey 2013
Figure 5.5.1 Number of Passengers by Mode Figure 5.5.2 Number of Vehicles by Vehicle
of transport on Seven Corridors Type on Seven Corridors
Negombo Seven Corridors

Current Issues
Kandy 2035
Corridor
Transport Demand Forecast
Corridor Status Quo

 Malabe
Data Collection, Survey and Analysis
7Ja-Ela
Corridors
Kadawatha  Galle
 Corridor A KandyCondition
 Transport
 Corridor B Transport Condition
Kelaniya  Corridor C Negombo
 Transport Condition
…

 …High Level
Inner-City
Low Level Road Road
Transport Condition
Corridor  Horana
Kaduwela
Network
 Transport
Low LevelCondition
Battalramulla
Institutional Road
Malabe
Nugegoda Malabe Corridor
Land-use Framework
(Pop. Trip
 Inappropriate Generation/
Land Use
Maharagama Attraction,
Dehiwala Distribution…)
Kottawa
High Level Road

IntegrationCorridor
with
Piliyandara
Urban Development
Transit Oriented
Horana Corridor
Development (TOD)
Moratuwa
Galle Corridor
WithoutSouthern
TOD
Expressway
Source: CoMTrans Travel Speed Survey, 2013

Figure 5.5.4 Average Travel Speed in
Figure 5.5.3 Seven Transport Corridors Morning Peak Hour on Seven Corridors
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Summary Report
5.5.2 Comparison of Public Modes of Transport

For transport system options, advantages and disadvantages of respective public modes of
transport are compared. Options for pubic modes of transport include a Bus priority lane, Bus
Rapid Transit (BRT), Automated Guided Transit (AGT), Monorail, LRT at Ground and Elevated,
MRT Elevated, MRT Underground and Modernised Railway. Comparison of public modes of
transport is listed in Table 5.5.1.
Table 5.5.1 Comparison of Public Transport Options
System Bus BRT AGT Monorail LRT MRT - MRT -
Priority Elevated Underground
System
Capacity*
-10k 3-13k 4-20k 7-30k 7-30k 18-60k 18-60k
Scheduled
Speed 10-20 15-25 20-30 20-40 20-40 30-40 30-40
km/h km/h km/h km/h km/h km/h km/h
Land
Acquisition no along only only station & station & station exit
acquisition roads stations stations some curve only
roads sections
Stop
Spacing 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
USD USD USD USD USD USD USD
30-60 30-60 35-60 45-60 90-100
~1 M/km 2 M/km
M/km M/km M/km M/km M/km
O&M Cost
USD 1.3 / USD 2.0 / USD 2.5 / USD 4.0 / USD 5.0 / USD 5.0 /
car-km car-km car-km car-km car-km car-km
N/A
$0.03 per $0.04 per $0.03 per $0.04 per $0.03 per $0.03 per
pax. pax. pax. pax. pax. pax.
Daylight
Interference Not at all Not at all Pier & Pier & Pier & Pier & Not at all
Slab Beam Slab Slab
Aesthetic
Concern No Station Pier & Pier & Pier & Not at all
Concern only Slab Beam Slab
Noise
Rubber Rubber Rubber Rubber Rail & Steel Rail No noise to
Tyre & Tyre & Tyre Tyre Tyre & Tyre ground
Engine Engine level
Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1,000.
5.5.3 Selection of Appropriate Transport System for Seven Corridors
Candidate modes of transport are compared by the key performance indicators (KPIs), which
include; a) Economic efficiency, b) Environmentally friendly, c) Equity in society and d) Safety.
The KPIs are set for the measurable indicators for describing the system benefit from the entire
transport system development as well as evaluation criteria for selection of transport options.
39
Summary Report

Figure 5.5.5 Key Performance Indicators (KPIs)
5.5.4 Selected Transport System Development Options for Seven Corridors
Based on the evaluation, the most suitable options were identified for each transport corridor,
which are indicated in Table 5.5.2. It should be noted that these are results on a corridor basis so
that it should be discussed in the view of network enhancement, especially the public transport
network, such as monorail network, railway network and BRT network to link closely.
Table 5.5.2 Selected Development Options for Each Corridor

Corridor Selected Development Options
Railway New Transit System BRT/Bus/Road
Negombo Modernised - Bus Priority
Kandy Modernised - BRT
Low Level Road - - Bus Priority
Malabe - Monorail -
High Level Road - Monorail -
Horana - - Bus Priority
Galle Modernised - BRT supported by
Marine Drive extension
Source: CoMTrans Study Team, Note: - indicates no appropriate option is selected. Detailed evaluation procedure is
explained in the Technical Report: Master Plan Formulation.
5.6 Urban Transport System Development Scenarios

5.6.1 Preparation of Urban Transport System Development Scenarios
The base case scenario and three urban transport system development scenarios are prepared to
compare the advantages and disadvantages of each development scenario.
1) Base Case Scenario

2) Intensive public transport system development scenario
3) Mixed public transport and road network development scenario
4) Intensive road network development scenario
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Summary Report
Base case scenario includes the transport system development identified in corridor analysis.
Obviously the improvement consists of the selected option for each radial corridor. The other
three cases include other facilities including transport facilities and services in the circumferential
direction as well. In addition, transport demand management (hereinafter referred to as “TDM”)
such as electronic road pricing can be included as an option to reduce traffic congestion on the
road network and to promote a modal shift from the private mode of transport to public transport.
5.7 Evaluation of Urban Transport Development Scenarios

The following four urban transport system development scenarios prepared above were evaluated
to find the most appropriate option for long term transport system development for the CMA. In
addition, if these cases will not be able to alleviate traffic congestion, a further option is also
studied. Employment of transport demand management is this option and it includes car traffic
restraint schemes such as ERP. Performance of each transport system development scenario is
evaluated from the following aspects.
1) Efficiency: Economic Internal Rate of Return (EIRR) and Net Present Value (NPV)
2) Equity: Service area of quality public transport (railway, monorail and BRT)
3) Environmentally Friendly: Global Warming: Emission of CO2
4) Traffic Safety: Economic loss due to traffic accidents
C2 is recommended as the most appropriate urban transport system development scenario, which
include developing the public transport system extensively and at the same time employing TDM
to promote the shift to public transport.
Table 5.7.1 Evaluation of Urban Transport System Development Scenarios

A1 A2 B1 B2 C1 C2
Evaluation Intensive Intensive Combined Combined Intensive Intensive
Item Highway Highway Public Public Public Public
Development Development Transport Transport Transport Transport
& TDM and Highway and Highway Development
Development Development & TDM
& TDM
Economic Internal Rate of Return 19.7% 21.2% 19.3% 22.7% 19.1% 22.9%
(%)
Net Present Value (billion Rs.) 622 765 564 779 541 797
Population in the Public
Transport Service Area 1) 1.26 million people 1.36 million people 1.40 million people
Reduction of CO2 Emission 4.2 6.4 5.8 7.7 5.8 8.3
(million ton)
Reduction of Loss due to 510 724 756 921 710 1066
Traffic accident (million Rs. )
2)
Overall Evaluation B- B+ B- A- B- A
Note: 1) Public transport service area is defined as the area within 800 meter radius from railway stations and BRT shelters.
2) Loss of traffic accidents are discounted value at 12%.
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Summary Report
5.8 Strategies for Urban Transport System Development
The strategies for developing Urban Transport Systems in the Colombo Metropolitan Area can be
divided into two stages; one is a strategy at the planning stage and the strategies should be taken
into consideration when planning urban transport systems and land use. The other strategies are
those related to project implementation.
5.8.1 Strategies for Integration with Urban Planning
(1) Centre Development for Mass Transit Systems
Urban structure and transport systems should be integrated. For instance, a highway oriented
transport network is suitable for low-density land use which can be seen in the suburbs of the
United States. In contrast, a mass transit system is appropriate for high-density urban land use.
Sub-centre development is one way to deal with traffic concentration in the city centre. In order
to develop the sub centres, strong transport linkage is required between the city centre of Colombo
and the sub centres. Mass transit systems should be installed between these centres to support
the travel needs of the people and goods. Conceptually, to support the viability of public
transport systems, it is preferable that a city grows compactly in a form of poly-centric
decentralisation. Guided urban development is essential to develop cities to be consistent with
urban transport systems. In this regard, metropolitan-wide urban land use planning is also
required.
(2) Development of Public Transport Systems to be Synchronised with Urban Development
The CMA has expanded outward from the city centre. In suburban areas the population density
has not been high thus travel demand is not high at present. In the future, as urbanisation
continues, travel demand would increase and then mass transit systems might be required. Mass
transit systems should be developed in accordance with urban development. Travel demand
along the corridor should be monitored to determine the development timing of the mass transit
system. This phased development should be taken into account in particular for the BRT system
to be developed along the planned Middle Ring road in the suburban area.
(3) Transit Oriented Development (TOD)
To make mass transit systems viable, high density urban development in the area surrounding
rail-based transit system stations is preferable. In the city centre, high-rise office buildings and
commercial facilities, such as shopping malls within walking distance from a station are desirable
to increase passenger demand on the transit system. In suburban areas, high rise apartments near
stations are a preferable form of land use for the mass transit system. To materialise these
developments, high floor ratios should be promoted in the urban development plan. On the other
hand, outside of the area surrounding the station the floor area ratios should be limited to prevent
high density urban development. The urban transport master plan should take into consideration
urban development structures. CoMTrans therefore proposes that the integration of urban
development with urban transport systems is of utmost importance. The strategy for the
integration includes sub-centre development and Transit Oriented Development.
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Summary Report
5.8.2 Strategies for Transport Planning
(1) Development of Extensive Public Transport Networks
Public transport systems at a higher level of service should be developed in the form of networks
so that people can reach their destinations within the system. A higher level of public transport
service means a congestion free transport system; namely, railway, monorail and bus rapid transit
(BRT). A public transport network should consist of several trunk lines with feeder services and
it should cover as wide an area as possible.
(2) Application of Transport Demand Management (TDM) and Car Traffic Restraint Scheme
Transport demand management (TDM) is necessary to alleviate traffic congestion in the CBD
because new road construction, or even road widening is very difficult in the CBD and will be
limited due to physical constraints such as the availability of land for the roads. Road pricing is a
scheme to alleviate traffic congestion by charging vehicles entering congested areas in the city
centre and it also raises funds for developing and improving the urban transport systems.
Improvement of public transport is prerequisite for employing TDM.
5.8.3 Strategies in Project Implementation
(1) Encouraging Private Sector Participation
This system reduces the government investment for transport infrastructure development replaced
by private sector funding and encourages the participation of private organisations for operation
and maintenance. It is common that urban highways are developed under BOT (Build Operate
Transfer) scheme or PPP (Public Private Partnership) scheme in many cities; thus, when urban
expressways are developed, it should encourage participation of the private sector in the form of
BOT or PPP. However public transport system development is usually difficult to finance by
only the private sector. In most common cases, public transport fares are regulated by the
Government at low levels since the government should provide means of transport for low income
households. Therefore it seems difficult to make public transport projects financially profitable
merely with passenger fare revenue. In many countries a common practice for financing public
transport is to provide infrastructure by the public sector and provide operation by the private
sector.
(2) Introduction of a Value-Capture System for Public Transport Development
Rail-based transport is not disturbed by ordinary traffic and this mode can provide fast speeds and
large passenger capacity transport service. Railway passengers enjoy the fast and convenient
railway service for travelling in the urban areas. In addition, railway service can increase the
sales of department stores and shopping malls near stations and promote the values of land and
housing along the railway corridor. However the railway company is not able to gain all the
value added accrued from the railway development.
Since a rail-based transport system requires huge initial investment cost, the methodology of cost
recovery should be considered through value capture of development. In the case of private
railway companies in Japan, they develop housing areas along the railway corridor. After they
provide new railway service, the land values increase and they sell the housing at a higher price
43
Summary Report
and get profits from the real estate business. They are also starting retail businesses as well by
building shopping malls at the terminal stations. From this kind of commercial business they can
profit in addition to passenger transport service. To support the rail-based transit development
project financially it is recommended to take this kind of business model into consideration.
(3) Methodology of Space Preparation for Urban Development
To develop the desirable urban structure, sometimes land acquisition is required but it is not easy
to implement; thus, new implementation methods should be introduced. There are two
methodologies that can be applied in Sri Lanka.
Land Re-adjustment
This is a typical method of Japan’s urban development to create a comfortable residential area. It
is illustrated in Figure 5.8.1.
An irregular-shaped plot is re-plotted to a

rectangular shape by reducing the site
area. The reduced site area is provided
for roads and sometimes parks or
community facilities, and part of the land
is sold to cover expenses for
compensation and construction cost for
road improvement. Then all lands are
re-plotted and roads can be constructed.
Although each land owner lost a part of
the land, the land owners will gain more
value since the land value will be Source: CoMTrans Study Team
increased as the road condition becomes
much better than before. Figure 5.8.1 Conceptual Method of Land
Re-plotting
Urban Renewal Project
This is also a typical method in the

Japanese context to create urban centres
within a commercial or business district.
Figure 5.8.2 illustrates the simplified
method of urban renewal.
Land owners can organise an urban

renewal association. Often a developer
coordinates to organise the association Figure 5.8.2 Conceptual Method of Urban
and the Government is also involved. Renewal
The lands are unified and shared with the
owners and the developer. A part of the land is provided for public purposes, mainly roads.
Thus, a building is constructed and all the members gain benefits by allocating the floors.
Actually, there is a practice of this kind of urban renewal method in the Slave Island Project by
UDA and the private sector. A plot of land is being developed and some of the land owners are
allocated floors in a newly built building.
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Summary Report
Although the above mentioned two methods are just theories, they would be a guide to some
potential method for implementation. In order to carry this out, collaboration between the
communities, land owners, the private sector such as developers, and the public sector such as the
local government are required. They are still challenging methods for the Sri Lankan context.
However, implementation methods are essential and should be recommended in order to achieve
the Master Plan.
5.9 Inter-City Transport Systems

Transport systems are divided into Inter-city transport systems and urban transport systems.
Inter-city transport systems provide transport services between cities. Before discussing urban
transport system development, the development of inter-city transport systems is described.
5.9.1 Inter-city Passenger Transport Systems
Currently, inter-city bus services are concentrated in Pettah bus terminals and most of the city bus
services are also departing from and arriving at the Pettah bus terminals. Around 7,400 intra
provincial buses depart from and arrive at Pettah and some 3,300 inter-provincial buses leave and
arrive at Pettah. The number of passengers departing from the Pettah bus terminal is estimated to
be about 38,000 passengers per day for intercity bus services and some 14,000 passengers per day
for intracity bus services. This concentration of bus operation causes traffic congestion in the
Pettah area. On the other hand, the majority of inter-city railway passengers depart from and
arrive at the Fort railway station. In terms of inter-regional passenger movement, the Fort and
Pettah areas are the hubs of the inter-regional transport systems. People travelling from the
northern part, eastern part and southern part of the country can change their mode of transport at
these transport hubs. The Multi-modal transport hub is an interchange point of inter-regional
transport and intra-regional transport.
The intercity passenger public transport system is connected with the urban transport system at
Multi-modal Transport Hubs and Multi Modal Centres. Passengers from outside of the
metropolitan area transfer at these transport nodes and go to final destinations by urban transport
systems in the metropolitan area.
5.9.2 Inter-city Cargo Transport System
Major inter-city cargo trip demands are to/from the Colombo port. According to the Truck OD
interview survey at Colombo port, the destinations of the trucks are the Puttalam District 27%, the
Gampaha District 23%, CMC 17% and the Colombo District 12%, thus 50% of the destinations
are located in the north. The other major cargo flows are generated and attracted in industrial
estates and EPZs. At present, heavy vehicles to/from the Colombo port are passing through the
northern part of CMC and this causes traffic congestion in the city centre. To reduce the burden
of cargo traffic flows in the city centre, a truck ban in daytime is a countermeasure and the other
way is a provision of direct access to the port by an expressway network. If the Port Access
Road could be inter-connected with the inter-regional expressway network, the port-related cargo
could be easily transported to outside of the region. Trucks can avoid passing through the
business district thus they would not disturb traffic flows in the city centre.
45
Summary Report
5.10 Urban Transport System Development Programmes
5.10.1 Urban Transport System Development Programme (1) for Promotion of Public Transport
Use
(1) Monorail Systems
Based on the corridor analysis, the Malabe corridor has 60,000 vehicles entering the city and it is
the highest compared to the other six corridors. Besides, the Malabe corridor is the only major
corridor without rail-based public transport, excluding Low level road corridor and Horana
corridor. Fort-Malabe corridor has been identified as the corridor which requires a rail-based
transport system urgently. To make the most use of a monorail system on the Malabe corridor,
which serves east-west direction travel in the metropolitan area, a north south monorail line should
be added to serve other major destinations in the city.
Multi-Modal Transport Hub and Multi-Modal Centre
Each mode of public transport should be connected to function as a network. Public transport
modes, including railways, inter-provincial buses, intra-province buses and new transit modes
such as bus rapid transit (BRT) and monorail should be integrated. Railway, Monorail, and BRT
as well as inter-provincial and city buses come to Fort station and the Pettah terminal. However
the present station and three bus terminals are located separately and it is not convenient for
passengers. Interchange facilities should be integrated and located at one place. The
Multimodal Transport Hub shall function as an interchange facility for railway passengers,
monorail passengers, and BRT passengers as well as ordinary bus passengers. The estimated
number of passengers at Multi-modal Transport Hub is listed in Table 5.10.1. This indicates that
a significant number of passengers would utilise the multi-modal transport hub. This means that
the potential for urban development is also high. The urban development further increases the
number of users of the hub.
Table 5.10.1 Estimated Passenger Demand at Multi-modal Transport Hub in 2035

Passenger Demand Peak Ratio Peak Demand
(day ,both ways) (both ways) (one way)
Railway 145,000 person/day 20% 14,500 person/h
Monorail 42,000 person/day 18% 3,800 person/h
BRT 5,000 person/day 10% 250 person/h
Total 184,000 person/day ― 18,550 person/h
Multi-modal Centre (MMC) and Park & Ride (P&R)
While a multi-modal transport hub will be a key component to connect all major public transport
modes, concentration of all bus transport in a limited area might cause congestion in the
surrounding area. Therefore, the “Multi-Modal Centre” is proposed to divert a part of the
transport hub function to the suburbs of the Colombo Metropolitan Area. Four multi-modal
centres on major corridors are proposed to serve passengers by corridor.
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Summary Report
In order to promote public transport use, integrated transit facilities for the different modes of
transport are planned along the planned monorail corridors.
The Multi-modal centres (MMC) function as the transit facilities for passengers from feeder buses
and inter-provincial buses at the edge of the urban area to the city centre by monorail and
commuter railway. It should have enough space for kiss & ride and drop-off. CoMTrans
proposes the following four MMCs that will be located on four major corridors;
 MMC near Kelaniya in a New railway station, CKE interchange, Monorail and Bus
terminals
 MMC at Malabe with Monorail and Bus terminal
 MMC at Makumbura with Monorail, Bus terminal and OCH/Southern Expressway
 MMC at Moratuwa with Coastal railway Line and BRT
Park & Ride (P&R) is the facility which encourages transfer from private mode to public mode.
Basically it provides car and motorcycle parking and smooth connection with public transport, e.g.
monorail. Feeder buses will be connected at this P&R to transfer to higher capacity public
transport modes.
Provision of Direct Access to Multi-modal Transport Hubs for Inter-city Bus Services
Further extension from the Port Access Road to the MmTH is recommended in order to provide
direct access for intercity bus services. Currently, 10,800 buses for both intercity and intra-city
bus services are concentrated in the Pettah bus terminals and they cause traffic congestion in the
surrounding area. If intercity buses can be taken off of the arterial roads in the area, traffic
congestion would be reduced. This access road should be developed together with MmTH
development. Coordination of the two projects is required.
Park & Ride and Station Plaza Development
To enhance a modal shift from private modes of transport to public transport, park & ride and kiss
& ride (drop-off and pick-up) at monorail stations are essential options. Park & ride will allow
car, private three-wheeler and motorcycle users to go by a private mode to the station and park to
ride the monorail. While transit oriented development is becoming a universal concept to
achieve economically and environmentally sustainable cities and transport systems, it takes time
to change urban structure. In the early stage of development of a public transport system, park &
ride enhances the modal shift to a public transport mode.
A station plaza with a station square, bus bay, taxi bay, sidewalks and commercial developments in
front of or above a monorail station is also a key to attract passengers from adjacent areas. The
station plaza can function as a symbol of the area and provide space for gathering in case of
natural disaster.
(2) Modernisation of Existing Railway System
It is estimated that total railway passengers would increase to 1,715,000 passengers per day in
2035 if the proposed improvement of the railway were undertaken. To deal with the increasing
passenger demand, the following improvement for the existing railway line is recommended.
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Summary Report
 Electrification of Railway Line
 Renewal of Rolling Stock
 Improvement of Track
 Renewal of Signalling Systems
 Renewal of Telecommunication System
 Improvement of Train Operation
(3) Construction of Airport Connection Line
According to the Air Passenger OD Interview survey, the total number of air passengers leaving
the airport amounted to 8,185 persons by 64 flights on the survey day. The largest share of
access modes to the international airport is private vehicles (car, jeep, passenger van and pickup)
which consist of 38% followed by taxi at 32%. The share of public modes of transport is small.
Buses carry 16% of the air passengers while railway transport only one percent of the passengers.
This implies that public modes of transport should be improved for airport access.
Puttalam line runs very close to Bandaranaike Airport. The railway track branches from
Katunayake South towards the airport but it does not reach the passenger terminal of the airport.
Currently, only a freight train is operated once a day. Only a few kilometres of extension can
connect the line to the passenger terminal and it can then provide passenger service from the city
centre to the airport without being affected by road congestion. Electrification is also required
for rapid and comfortable service.
(4) Development of Access Roads to Stations of the Railways and the New Transit System
At present, railway service areas are limited due to the lack of access roads to the railway stations,
in particular in suburban areas. Railway system improvement and development would not
attract a great many passengers to use railway service if good access roads to railway stations are
not provided. Therefore, it is strongly recommended to improve and to develop access roads to
the stations at the same time as the railway and new transit system development. If sufficient
width of access roads is not provided, it will be difficult to operate feeder bus services for railway
passengers. Coordination between mass transit systems and the road network is of great
importance for promotion of public transport.
(5) Introduction of Bus Rapid Transit (BRT)
Conventional bus operation is often disturbed by traffic congestion with private passenger cars, in
particular, in the city centre.
Bus rapid transit (BRT) can provide congestion-free public transport services since it has
dedicated bus lanes. BRT is not expensive compared to a rail-based public transport system
because usually it utilises the existing road facilities. Therefore, it can be regarded as an
economical option although it requires three lanes per direction so as not to disturb ordinary traffic
flows significantly.
Advantages of BRT compared to ordinary bus transport are listed below:
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Summary Report
 High speed operation with an exclusive bus lane
 Reliable service by punctual operation
 Efficient transit with level boarding platforms and pre-boarding fare collection
 Central control of bus operation to ensure a quick response to any service disruptions
 Branding and market identification to attract various users including private car users,
tourists etc.
Typical cross section of BRT systems are shown in Figure 5.10.1.
Cross Section with Dedicated Bus Lanes 29.0m
3.0 0.7 3.2 3.2 0.5 3.4 1.0 3.4 0.5 3.2 3.2 0.7 3.0
Sidewalk General Purpose Lane Busway Median Busway General Purpose Lane Sidewalk
Shoulder Separator Separator Shoulder
Cross Section with Dedicated Bus Lanes 29.6m
at Bus Station
Shelter
2.0 0.5 3.2 3.2 0.5 3.4 4.0 3.4 0.5 3.2 3.2 0.5 2.0
Sidewalk General Purpose Lane Busway Station Busway General Purpose Lane Sidewalk
Shoulder Separator Separator Shoulder

Figure 5.10.1 Typical Cross Section of BRT System
However, the existing roads which have enough space for the introduction of the exclusive bus
lanes are limited in the suburbs around CMC, therefore BRT should be introduced along with the
development of the road network. The maximum passenger demand appears at 223,000
passengers per day for both directions near new Kelani Bridge. PPHPD is 20,000 persons per
hour per direction.
(6) Road Development for Introducing BRT
It is proposed to introduce the Bus Rapid Transit (BRT) to form an efficient public transport
network together with the existing railway network and a new transit system.
In the short-term, wide roads with three lanes per direction are to be utilised to accommodate
dedicated bus lanes. This category of road includes the Base Line Road, Sri Saddhmma
Mawatha, Pradeera Mawatha, Sri Sangaraja Mawatha and Olcott Mawatha.
(7) Bus Priority System and Bus Location System for BRT
It is proposed to introduce both a Bus Priority System and a Bus Location System for BRT. It
includes
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Summary Report
- Mounting an RFID tag to each BRT bus,
- Installation of RFID receiving equipment,
- Development of a system for collection of the traveling status information,
- Development of a system to adjust the phasing time of the signals, and
- Development of a system for providing traffic information on the web.
(8) Regulatory Scheme for Road-Based Public Transport Modes
A regulatory scheme for proper restrictions on road-based public transport modes should be
established taking into account road safety, congestion of roads, transparent service for customers
and the employment of drivers and owners.
Capacity Development for Bus Operation Improvement
Capacity development for bus operations is not only about conventional approaches, such as
institutional, administrative, and knowledge and skills, but also it should encompass disciplinary,
moral and behavioural aspects, considering the nature of delivering services to the passengers.
In that sense, the capacity building for general bus services is perceived in three tiers, i.e. the
regulator, operator and employees. Considering the functional responsibilities of each tier, the
focus of capacity building will be varied.
a) Regulator (Inter-Provincial bus services: National Transport Commission, Intra-Provincial

bus services: Western Province Road and Passenger Transport Authority)
b) Operator (Public bus services: Sri Lanka Transport Board, Private bus services: Private bus
operators)
c) Bus Drivers and Conductors
5.10.2 Urban Transport System Development Programme (2) for the Alleviation of Traffic
Congestion
(1) Ring Road Network
At present, due to the lack of circumferential roads, cars cannot avoid traffic congestion in the
centre of Colombo. If ring roads are developed, they will provide detour routes for traffic of
which the destinations are not in the centre of Colombo.
Three ring roads are proposed which will enhance the accessibility between the suburbs and the
centre of Colombo and distribute the heavy traffic volume especially on major arterial roads in the
CMC. These ring roads are basically developed with the existing roads such as B class and other
minor arterial roads managed by RDA and WPRDA.
The estimated traffic demand on the Middle Ring Road is about 50,000 pcu per day for both
directions. In some sections, the traffic volume would reach about 60,000 pcu. Those for the
Western Ring Road and the Eastern Ring Road would amount to around 40,000 pcu per day for
both directions.
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Summary Report
(2) East – West Arterial Road Development in Eastern Part of the Suburban Area
The road network in the suburban areas is very limited, thus traffic flows are concentrated on the
major arterial roads and chronic traffic congestion has been brought about. To accommodate the
traffic demand, it is proposed to develop east-west arterial roads in suburban areas. The
east-west roads would be a part of the access roads to monorail stations. The traffic demand on
these east-west arterial roads was estimated in the range between 50,000 and 60,000 pcu per day
for both direction. Traffic volume of Malabe-Battramulla Road in the Battaramulla area would
exceed 100,000 pcu per day for both directions.
(3) Expressway Network Development
Under the current condition of the expressway network development, it is proposed to connect the
CKE with the new urban expressway through the planned elevated road via Kirillapone up to the
Southern Expressway.
Another urban expressway

development option is the connection
between Pore and Borella. This
expressway should be carefully
examined because the route is
competitive with the planned
Monorail Malabe - Borella - Fort line.
It could reduce passenger demand on
the Monorail.
When the two urban expressway

options are compared, first one of
proposed urban expressway is better
from the viewpoint of network
coverage since it would cover a wider
area in the metropolitan area.
(4) Flyover Development
In urbanised areas, traffic congestion

is often observed at intersections due
to insufficient traffic capacity which
makes the intersections bottlenecks.
Construction of a flyover provides
grade separation of traffic flows and
increases traffic capacity at
intersections. It is proposed to
develop flyovers at major
intersections on the major arterial
radial roads from the suburbs to the Source: CoMTrans Study Team
city centre as indicated in Figure
Figure 5.10.2 Flyover Development Plan
5.10.2.
However the development of flyovers in the city centre should be carefully examined from an
51
Summary Report
aesthetics point of view. If area-wide traffic signal control could substitute for grade separation,
it might be better for aesthetics in the city centre. In line with the idea for reducing the traffic
load at saturated intersections, if some road links, such as short cuts, could alleviate traffic
congestion at the intersections, addition of those links shall be studied, such as the short-cut route
for the crossing of Beira Lake which have been proposed originally under the Beira Lake
Restoration Project Master Plan (1995).
(5) Port Access Road
Development of a port access road as a part of the expressway is proposed to deal with truck
traffic in the port and surrounding area. If port access is provided, then it would reduce heavy
vehicle traffic flows on the arterial road network in the vicinity of Colombo port. If space inside
the port can be used for expressway road development, the road will be connected with CKE.
(6) Traffic Control
1) Traffic Signal Control Improvement
Traffic Signal Control Improvement includes Development of a Central Control Centre for traffic
signals and Installation /Improvement of signalisation for intersections (including Controllers)
2) Traffic Information System
A Traffic Information System includes the installation of CCTV, the development of a system to
detect sudden events (traffic volume, travel time, accidents etc.), and the development of a system
for providing traffic information on the web.
3) Parking Information System
A Parking Information System includes the development of a system for collection of parking
full/empty information and the development of a system for providing information.
(7) Transport Demand Management
In order to materialise the modal shift from private modes to public transport, it is necessary to
apply a Transport Demand Management scheme. Policy measures for TDM are as follows;
 Fuel tax increase,

 Electronic Road Pricing (ERP),
 Peak hour shift by mobility management and regulation applications,
 Park and Ride (P&R) with incentive scheme and
 Parking pricing policy,
 HOV (High Occupancy Vehicle) lane etc.
(4) Construction of Railway Freight Line
The development of a freight railway line has been planned to carry bulk products, like oil, and
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Summary Report
containers up to Dompe by the private sector. It would alleviate traffic congestion in the
northern part of Colombo where many trucks carry cargo on the roads.

Figure 5.10.3 Dompe Line Development Plan
5.10.3 Urban Transport System Development Programme (3) for Reduction of Air
Pollutants/Traffic Noise and Promotion of Health
(1) Establishment of Environmental Management Scheme
Environmental pollution could be avoided by continuous environmental management,

implementing pollution control programmes that are evaluated and, if necessary, upgraded on a
project cycle basis.
This requires an environmental management scheme which consists of environmental monitoring

for evaluation and environmental impact simulation based on a regularly updated emission source
inventory for planning. To establish and develop the scheme, capacity building for technical
staffs and reinforcement of institution/capacity for policy makers in the scheme should be
undertaken.
(2) Establishment and Enhancement of Air Pollutant Emission Standards for Newly
Manufactured and Imported Vehicles
Establishing and the enhancement of emission standards for newly manufactured vehicles and for
vehicles newly imported to the country is the most effective way to reduce vehicle emissions.
Sri Lanka has adopted the emission standards established by the European Union and other
equivalent standards for these vehicles since 2003. Different standards have been applied for
each type of vehicle (Light-Duty Vehicles, Heavy-Duty vehicles, etc.). However, these standards
are not effectively enforced and there has been no major enhancement to these standards. For
example, emission standards for New – Light-Duty Vehicles have remained as EURO 1 since
2003. Thus, there should be a mechanism to review the existing standards applied for each type
of vehicle and to update these standards in a practical manner.
(3) Enhancement of Vehicle Inspection and Maintenance Programmes
Reduction of air pollutants from vehicles is a primary measure to deal with air pollution problems
caused by automobiles. Sri Lanka has an air emission reduction strategy mainly implemented
and managed by the Department of Motor Traffic and Air Resource Management Centre (Air
Mac). In the strategy, a Vehicle Emission Testing (VET) programme was officially commenced
in November, 2008 as a Pilot Project in the Western Province. This programme requires that all
vehicles check their emission to ascertain whether they are within the vehicle emission standards.
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Summary Report
The Department of Motor Traffic has mandated that the certificate showing that the vehicle passed
the emission testing must be submitted in order to renew the annual license for the vehicle. From
2008 to 2012, approximately seven million vehicles have been tested and approximately 15% of
the tested vehicles failed to meet the standard. However, there has been a discussion that this
programme has received many complaints, in that vehicles with serious emission issues are also
given the green light. Thus, in order to improve this programme, the following aspects must be
enhanced;
 Capacity building for VET centre technicians,

 Improvement of inspection and maintenance facilities,
 Audit the performance of inspectors, and
 Increase awareness of the public.
(4) Low Sulphur Diesel Programme
In order to reduce PM10 emission, a predominant air pollution factor, and to ensure compatibility
with advanced diesel emission control systems such as trap oxidisers and oxidation catalysts,
sulphur content in diesel should be kept at a low level. In Sri Lanka, steps were taken in 2007 to
reduce the maximum sulphur content in diesel from 3,000 ppm to 500 ppm, however, this standard
has not been met due to the inability of the refinery in Sri Lanka. In order to meet the standard
for sulphur content of 500 ppm practically and further improve the fuel quality, it is fundamental
to establish a mechanism to collaborate with the refinery sector to supply low sulphur diesel fuel.
(5) Promotion of Natural Gas Vehicles
The promotion of natural gas vehicles could reduce air pollutants like PM10 significantly.
Although a natural gas vehicle requires its own engine configuration, gasoline vehicles have the
same fuel combustion mode and can be converted to a dedicated natural gas type while diesel
vehicles can be converted to dual fuel type (uses diesel and natural gas at the same time), by
attaching additional equipment such as a storage tank. Natural gas vehicle promotion also
requires sufficient refuelling stations, specially trained staff and equipped garages as its
infrastructure.
(6) Promotion of Hybrid Cars and Electric Vehicles
Hybrid cars and electric vehicles are less polluting vehicles, thus it is recommended to promote
these types of vehicles by giving tax incentives. Regarding the rate of reduction of taxes, a
detailed study should be conducted to estimate economic benefits from these types of vehicles.
(7) Promotion of Walking and Bicycle Use for Energy Saving and to Promote Health
Walking and bicycling are non-motorised modes of transport without consuming fuel; thus, these
modes are considered as environmentally friendly means of transport. Recently, walking and
bicycling has become popular since walking and bicycling are good for health.
It is proposed to develop a pedestrian network as well as a pedestrian/bicycle network as shown in

Figure 5.10.6. The network connects parks and Beira lake in the city centre and it is located
along the wetland, coastal line and Kelani river.
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Summary Report

Figure 5.10.4 Example of Pedestrian
. Paths in Colombo
Source: CoMTrans Study Team Source: CoMTrans Study Team

Figure 5.10.5 Typical Cross Section of Figure 5.10.6 Pedestrian Path and Bicycle
Pedestrian and Cycle Way Road Network
(8) Provision of Sidewalk for Urban Roads
The provision of sidewalks is required to secure sufficient space for walking trips, which is a
mode of access to public transport for urban residents and workers as well as tourists for creating
more attractive urban areas.
The current cross section of urban roads is still insufficient (see photo below). For example,
there is no distinction between the shoulder and sidewalk on High Level Road. This is probably
because the sidewalk was not included in the design standard. Therefore, it is proposed to
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Summary Report
establish a road standard for urban areas to create sufficient sidewalks.
5.10.4 Urban Transport System Development Programme (4) for Reduction of Fatalities and
Injuries in Traffic Accidents and Improvement of Security
Countermeasures for traffic accidents in the Western Province are proposed as follows;
(1) Education on Traffic Safety
Most traffic accidents are attributable to human error, in fact, most traffic accidents on ordinary
roads are caused by carelessness and violation of traffic rules. Traffic safety education
programmes for both drivers and pupils at schools are effective measures to improve traffic safety.
(2) Rehabilitation and Installation of Traffic Signal System
A considerable number of traffic lights are out of order and need repair work in order to function
properly. In addition, further installation of traffic signals should be undertaken, in particular,
outside of CMC, where the number of traffic signals installed is very limited. More road
sections should also be signalised for the safety of crossing pedestrians.
(3) Rehabilitation of Railway Signal System
Railway signals do not function properly at present. Due to improper railway signal systems,
trains are often delayed or cancelled. The old signal system is not able to protect trains
automatically and thus there are high risks for train collision. Rehabilitation of railway signals is
a task urgently needed to improve railway safety.
(4) Analysis on Causes of Traffic Accidents
A traffic accident record reporting system should be developed and an accident database should be
established as a part of an urban transport database system for analyses of the causes of traffic
accidents.
(5) Provision of Sidewalks and Pedestrian Crossings
Many traffic accidents involve pedestrians and one reason for many pedestrians being involved in
those accidents is lack of pedestrian facilities. Sidewalks and pedestrian facilities should be
provided to reduce traffic accidents on the roads.
(6) Establishment of Urban Road Design Standard for Sidewalks
As recommended earlier, an urban road design standard should be established and sidewalks
should be clearly indicated in the standard cross section for urban roads.
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Summary Report
5.11 CoMTrans Urban Transport Master Plan
The proposed projects in the CoMTrans are listed in Tables 5.11.1 to 5.11.4 by Urban Transport
System Development Program. Figure 5.11.1 illustrates the CoMTrans projects on the map in
CMA. Figure 5.11.2 depicts the relationship between urban structure and urban transport
system.
Table 5.11.1 Projects in Program (1) for Promotion of Public Transport Use
Phase
Projects
Lengt
Intermediate
Sector Outline of the Project h
(km)
Short‐
Long‐
ID Name
Replacing signalling system (new interlocking and
Coastal Line 42.5 ✔
train protection systems)
Colombo Fort ‐ Karutara South
RL‐M1 Electrification (double track) 42.5 ✔
Modernization of Existing Railway
Procurement of new train 42.5 ✔
Construction of New Railway Line
Construction third line and track layout improvement 42.5 ✔
Replacing signalling system (New interlocking and
Main Line train protection systems), 37.6 ✔
Moderniz
RL‐M2 Colombo Fort – Veyangoda Upgrade existing track (double track)
ation of
Modernization of Existing Railway Electrification (double track) 37.6 ✔
Existing
Procurement of new train 37.6 ✔
Railway
Replacing signalling system (New interlocking and
Puttalam Line train protection systems)
RL‐M3 Modernization of Existing Railway Electrification 23.3 ✔
Ragama ‐ Negombo Track layout improvement
Procurement of new train
Main Line Modernization of Existing
RL‐M5 Improvement of train operation 4.0 ✔
Railway (Colombo Fort – Maradana)
Extension of existing track to airport terminal
New Airport Connection
Rail‐ Replacing signalling system
RL‐NR1 Railway Construction of New Railway Line 2.2 ✔
way Rehabilitation of existing single track
Line Katunayaka South ‐ Airport Terminal
Electrification
Malabe – Kotahena
RL‐NT1 Monorail [Phase 1] 23.0 ✔
Town Hall ‐ Kollupitiya
Kotahena – Kelaniya
RL‐NT2 New Monorail [Phase 2‐1] 11.9 ✔
Malabe ‐ Kaduwela
Transit
RL‐NT3 Monorail [Phase 2‐2] Additional New rolling stock ✔
System
RL‐NT4 Monorail [High Level Road] Borella ‐ Homagama 19.7 ✔
Connecting line of Monorail [HL] and
RL‐NT5 Siebel ‐ Wellawatta 3.4 ✔
Coastal Line
Major Station: Fort, Maradana,
Main Station: Negombo, Gampaha, Ragama,
Kottawa, Moratuwa,
Sub‐stations:
RL‐SF1 Station Facility Improvement ✔
Main Line (Demadagoda, Kelaniya, Genemulla), Coastal Line
(Secretariat, Kollupitiya, Bumbalapitiya, Dehiwala,
Rathmalana), Puttalam Line (Kandana, Ja‐Ela, Seeduwa,
Katunayaka South), KV‐Line (Baseline, Narahenpita, Nugegoda,
Maharagama, Mlapalla)
RL‐SP1 Spare Parts, Coach Renewals ✔ ✔ ✔

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Summary Report
Table 5.11.1 Projects in Program (1) for Promotion of Public Transport Use - continued
Phase
Intermediate
Length
Sector Projects Outline of the Project
(km)
Short‐
Long‐
Provision of Road Space for Galle Road Widening Widening of Galle Road to secure road space
RD‐RN1 14.8 ✔
introducing BRT for BRT Corridor for future development of BRT
Development of Middle Ring Road to secure
Development of Middle
Securing Space for Future road space for future development of BRT and
RD‐RN2 Ring Road for BRT 30.2 ✔
Development of BRT connect between the suburb areas around
Corridor
CMC
Extension of Baseline Road to provide
Baseline Road
Road RD‐RN3 alternate road for private passenger cars and 6.2 ✔
Extension
Provision of Alternate Road to utilise Galle road for BRT
for introducing BRT Extension of Marine Drive to provide alternate
RD‐RN4 Marine Drive Extension road for private passenger cars and utilise 5.3 ✔
Galle road for BRT
Access Roads to
Support on feeder services Development of the connection between each
RD‐RN9 Railway/Monorail 89.1 ✔ ✔
for railway and monorail station and arterial roads
Station
Route‐1: Fort ‐ Moratuwa (20.6km)
Route‐2 : Fort ‐ Siebel Avenue (9.9km)
BRT‐1 Phase‐1 45.7 ✔
Route‐3: Fort ‐ Kadawatha (16.5km)
BRT Instalment Route‐4 Kiribathgoda‐Wellawatta (17.0km)
Route‐5 Borella‐Moratuwa (17.7km)
Bus/
BRT‐2 Phase‐2 Route‐6 Wattala‐Maharagama (23.5km) 38.8 ✔ ✔
BRT
Route‐7 Battaramulla Moratuwa (20.1km)
BT‐1 Improvement of Bus ✔
BT‐2 Terminals ✔
B‐ST1 Improvement of Bus Stop ✔
B‐CD1 Capacity Development ✔
Traffic TM‐BL1 Bus Location System for BRT Section/Phase1 Introduction section of BRT(Phase1) ✔
Mana TM‐BL2 BRT + PTPS BRT Section/Phase2 Introduction section of BRT(Phase2) ✔
geme
TM‐BL3 Bus Location System for Buses whole of the Colombo Metropolitan Area ✔
nt
Monorail, Rail, Bus, BRT terminals with Station
Trans MmTH Multi‐modal Transport Hub Fort/Pettah MmTH ✔
Plaza
port
MMC1 Kelaniya MMC ✔
Interc
MMC2 Malabe MMC ✔
hange Multi‐modal Centre
MMC3 Makumbra MMC ✔
Facilit
MMC4 Moratuwa MMC ✔
y
MMC5 Park & Ride Facility ✔
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Summary Report
Table 5.11.2 Projects in Programme (2) for Alleviation of Traffic Congestion
Phase
Projects
Intermediate
Length
Sector Outline of the Project
(km)
Short
ID Name
Long
Development of the Ring Road by making most
use of the existing roads for distributing traffic
RD‐RN5 Western Ring Road 22.8 ✔ ✔
flows between the suburb areas and CBD.
On‐going projects are on B232.
Development of the Ring Road by making most
Enhancement of
RD‐RN6 Eastern Ring Road use of the existing roads for distributing traffic 50.6 ✔ ✔
Traffic Distribution
flows between the suburb areas and CBD.
Function of Road
JICA Loan, On‐going project.
Network
This road is planned as alternative route with
Connection between CKE ‐ elevated structure for heavy traffic on existing
RD‐RN7 Kelani Bridge (New) ‐ bridge. End of this connection is set on an existing 2.3 ✔
KelanitissaJCT road with an interchange in an urban area, it is a
concern that increasing traffic volume will
concentrate on that point in the future.
Development of arterial road utilising existing
Enhancement of roads in the east‐west direction
RD‐RN8 East ‐ West Roads 60.1 ✔
Road east‐west connection On‐going projects and existing plans are on B231,
B435, B241 and AB10.
RD‐ Development of the connection between each
Development of Suburban Arterial Road 135.4 ✔
RN10 rural road and Major Road
RD‐FO Construction of Flyover 25 identified locations ✔ ✔
Urban expressway‐1: Development of urban expressway to connect
Construction of New
RD‐EX1 Connection between SEW CKE and SEW through urban area to avoid traffic 25.5 ✔ ✔
Urban Expressway
and CKE concentration at one point in urban area
Construction of New Urban expressway‐3:
RD‐EX3 Between the end of CKE and Colombo Port 5.0 ✔
Urban Expressway Port Access
Urban expressway‐4: Development of an urban expressway to provide
Construction of New
RD‐EX4 Access to MmTH at Fort direct access from Malabe to Borella to deal with 0.8 ✔
Urban Expressway
station the anticipated increasing car traffic demand.
Construction of New Outer Circular Highway: Financed by China Exim Bank, On‐going project.
RD‐EX5 9.2 ✔
Urban Expressway 3rd Section A part of OCH
Construction of New Inter‐regional expressway to connect Colombo
RD‐EX6 Northern Expressway 20.0 ✔
Urban Expressway and Kandy
Phase‐1
Development of the Central control room
central control room. Improvement of Signal (29)
TM‐S1 ✔
Improvement of traffic Installation of signal (25)
signal control along The (Change exist Roundabout and No‐Signal)
Priority Route
Phase‐2
Improvement of Signal (37)
Improvement of traffic
TM‐S2 Traffic Signal Instalment Installation of signal (93) ✔
Traffic signal control along to
(Change exist Roundabout and No‐Signal)
Mana The 2nd Priority Route
geme Construction of Arterial Roads and Upgrading of
✔
nt Installation of spot traffic Road: 16
signal control associated Construction of Arterial Roads and Upgrading of
TM‐S3 ✔
with road improvement at Road: 43
current congestion points Construction of Arterial Roads and Upgrading of
✔
Road: 101
TM‐TI1 Traffic Information System whole of the Colombo Metropolitan Area ✔
whole of the Colombo Metropolitan Area, and
TM‐P1 Parking Information System ✔
R+R Parking
TM‐ERP ERP System whole of the CMC boundary ✔
Railw
RL‐NR2 Dompe Freight Line Development Construction of Dompe railway line ✔
ay
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Summary Report
Table 5.11.3 Projects in Programme (3) for Reduction of Air Pollutants/Traffic Noise and
Promotion of Health
Phase
Projects
Intermediate
Length
(km)
Short
ID Name
Long
Kelaniya ‐ Dompe
Dompe Line
Railw New Construction of railway with double track
RL‐NR2 New Railway Line Construction of New Railway 22.8
ay Mainly cargo train and some passenger train ✔
Line
Non‐electrification
EN‐01 Air Emission Standard for Vehicles ✔
EN‐02 Vehicle Inspection and Maintenance Programmes ✔
Enviro
EN‐03 Low Sulphur Diesel Programme ✔
nmen
tal EN‐04 Promotion of Natural Gas Vehicles ✔
EN‐05 Promotion of Hybrid Cars and Electric Vehicles ✔ ✔
EN‐06 Promotion of Walking and Bicycles ✔
Table 5.11.4 Projects in Program (4) for Reduction of Transport Accidents and Improvement of Security
Phase
Projects
Intermediate
Length
(km)
ID Name
Short
Long
Traffic safety education for drivers and school
SF‐01 Traffic Safety Education ✔
children
SF‐02 Rehabilitation and Installation of Traffic Signal System Repair and new installation of traffic signals ✔ ✔
Safety SF‐03 Rehabilitation of Railway Signal System Repair of railway signal system ✔
Provision of sidewalk along major arterial road
SF‐04 Provision of Sidewalks and Pedestrian Crossings ✔
and minor arterial roads
Establishment of Urban Road Design Standard for Establish design standard of urban roads including
SF‐05 ✔
Sidewalks sidewalk
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Summary Report
CoMTrans Urban Transport Master Plan 2035

Figure 5.11.1
61
Summary Report
CoMTrans Urban Transport Master Plan and Urban Structure in CMA

Figure 5.11.2
62
Summary Report
CHAPTER 6 Implementation Plan and Institutional Arrangement
6.1 Implementation Plan for CoMTrans Master Plan

It is, in principal, necessary to undertake various analytical steps with regard to the “project life
cycle” as defined by the GLK in order to estimate the impact of the “CoMTrans Master Plan”
implementation on the public investment budget.
However, since the CoMTrans Master Plan is a transport network development plan, in which all
projects are inherently inter-linked, it suffices to analyse accumulated required investment totals
over the three planning horizons (short, medium and long-term), the total planning period
(2015-2035) and investigate how these totals compare to the Government’s policy targets
established for public investments in the transport sector.
6.1.1 Total Investment Cost Required for CoMTrans Master Plan Implementation
Table 6.1.1 shows the needed investment volume for CoMTrans realisation without assuming any
particular financing model.
 The total investment volume over the planning period from 2015 to 2035 is estimated at Rs
2,780,900 million, of this 59% of the total is for net investments and about 41% for implied
O&M cost.
 The distribution of the investment and O&M combined cost components is estimated at 35%
over the short-term, 31% over the intermediate term and the balance of 34% over the
long-term.
 This total volume may exceed the capacity to finance at a 100% self-financing rate from
public budget and envisaged public investment resources.
Figure 6.1.1 depicts the estimated annual requirement flow for investment and O&M cost by each
transport mode. If there are larger portion of costs of investment in the short-term, then the share
of O&M costs becomes larger in the intermediate and long-term.
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Summary Report
Table 6.1.1 Total Investment Requirements for the Entire CoMTrans Master Plan
Realisation
million LKR
Short Intermediate Long Total
Base Case 2015‐2020 2021‐2025 2026‐2035 2015‐2035 Note
6 years 5 years 10 years 21 years
Grand Total 978,300 862,500 940,000 2,780,900
Total 741,100 598,100 300,900 1,640,100
Monorail 173,800 89,800 144,600 408,200
Railway 67,800 146,400 74,500 288,700
BRT 12,300 9,300 0 21,700
Bus 0 0 0 0
Investment
Road 462,700 345,100 74,300 882,100
Expressway 407,100 138,300 0 545,400
Other Road 55,700 206,700 74,300 336,700
Multi‐modal Transit Facility 21,700 0 0 21,700
Total 237,200 264,400 639,200 1,140,800
Cost
Monorail 52,100 65,900 204,100 322,100 5% of Investemnt Cost
Railway 46,100 75,000 187,300 308,500

Additional Investment 20,300 53,500 144,300 218,200 5% of Investemnt Cost
Existing Infrastructure 25,800 21,500 43,000 90,300 50% of current National OM cost
BRT 10,300 14,100 28,300 52,700 13% of Investment Cost
O&M Bus 81,000 67,500 135,000 283,500 50% of current National OM cost
Road 43,500 38,100 76,200 157,800

Additional Investment 0 200 400 600 4.3 mil. LKR/km/year
Existing Infrastructure 40,700 33,900 67,900 142,500 Currnt OM cost for AB roads
Expressway 2,800 4,000 7,900 14,700 12.6 mil.LKR/km/year
Traffic Management 200 500 1,800 2,500 1% of Investment Cost
Multi‐modal Transit Facility 3,900 3,300 6,500 13,700 3% of Inevestment Cost
Total 76,800 64,000 128,000 268,800

Monorail 0 0 0 0 TBD
Revenue Railway 13,800 11,500 23,000 48,300 50% of current Natinal Revenue
BRT 0 0 0 0 TBD
Bus 63,000 52,500 105,000 220,500 50% of current Natinal Revenue
Source: CoMtrans Estimate
Figure 6.1.1 Investment Cost, O&M Cost and Revenue of CoMTrans Master Plan Projects
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Summary Report
6.1.2 Government Budget Requirement to Implement CoMTrans Master Plan
Table 6.1.2 summarises the potential public budget impact if a PPP financing scheme is assumed
for the expressways, parts of O&M of the monorail and parts of the BRT system.
Table 6.1.2 Total Investment Requirements for the Entire CoMTrans Master Plan
Realisation (PPP Financing Scheme)
million LKR
Financing Model A [Application of PPP Scheme] Short Intermediate Long Total

Investment: Expressway (Gov. 20%)
2015‐2020 2021‐2025 2026‐2035 2015‐2035 Note
exl. OCH & New Kelani Bridge
O&M: Monorail, BRT, Expressway (Private) 6 years 5 years 10 years 21 years
Grand Total 868,900 687,900 699,700 2,256,500

Total 665,700 487,500 300,900 1,454,100
Monorail 173,800 89,800 144,600 408,200
Railway 67,800 146,400 74,500 288,700
BRT 12,300 9,300 0 21,700
Bus 0 0 0 0
Investment
Road 387,400 234,400 74,300 696,100
Expressway 331,700 27,700 0 109,100 Gov. share = 20%
Other Road 55,700 206,700 74,300 336,700

Multi‐modal Transit Facility 21,700 0 0 21,700
Total 203,100 200,400 398,900 802,400
5% of Investemnt Cost
Cost Monorail 26,100 16,500 0 42,500 Short‐term: Gov. 50%
Intermediate‐term: Gov. 25%
Railway 46,100 75,000 187,300 308,500

Additional Investment 20,300 53,500 144,300 218,200 5% of Investemnt Cost
Existing Infrastructure 25,800 21,500 43,000 90,300 50% of current National OM cost

13% of Investment Cost >> Private
BRT 5,200 3,500 0 8,700 Short‐term: Gov. 50%
O&M Intermediate‐term: Gov. 25%
Bus 81,000 67,500 135,000 283,500 50% of current National OM cost
Road 40,700 34,100 68,200 143,100

Additional Investment 0 200 400 600 4.3 mil. LKR/km/year
Existing Infrastructure 40,700 33,900 67,900 142,500 Currnt OM cost for AB roads
Expressway 0 0 0 0 12.6 mil.LKR/km/year >> Private
Traffic Management 200 500 1,800 2,500 1% of Investment Cost
Multi‐modal Transit Facility 3,900 3,300 6,500 13,700 3% of Inevestment Cost
Total 76,800 64,000 128,000 268,800

Monorail 0 0 0 0 TBD
Revenue Railway 13,800 11,500 23,000 48,300 50% of current Natinal Revenue
BRT 0 0 0 0 TBD
Bus 63,000 52,500 105,000 220,500 50% of current Natinal Revenue
Table 6.1.2 demonstrates the “reduction in burden” on the public budget that could be achieved if
the expressways are predominantly financed under a PPP scheme and the O&M burden for the
monorail and also the BRT system could be shifted to private sector interests. The main message
of the numbers is:
 Total net additions to investment over the whole planning period would be reduced from Rs
2,780,960 million to Rs 2,256,500 million or roughly by 19%
 The major gain would originate from reductions to the public investment budget, and
 Minor gain would also be achieved through reducing the impact on the Government’s O&M
expenditure.
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Summary Report
Figure 6.1.2 depicts the situation in a more graphical format.
If it is assumed that the maximum allocation to the urban transport sector is 2% of GRDP in the
Western Province, in the short term a shortage of development funds is expected. Consequently
to fill the gap between the government budget and amount required for investment, it should
consider utilising external financial sources such as ODA.
Figure 6.1.2 Estimated Investment Cost and OM Cost of CoMTrans Master Plan
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Summary Report
6.2 Institutional Setup and Regulatory Framework for Urban Transport

6.2.1 Transport Administration in Sri Lanka
The National Transport Policy sets the following administrative structure to ensure the adequate
provision of transport infrastructure and services.
The transport administrative structure is divided into five steps, i.e. policy, planning,
implementation and monitoring, regulation, infrastructure provision, and service provision.
Table 6.2.1 shows the institutions which deliver the abovementioned five functions by transport
mode.
Table 6.2.1 Transport Administrative Structure by Transport Mode

Policy Infrastructur Service
Planning Regulation
Making e Provision Provision
Motor vehicles (all) Ministry of NTC DMT RDA/PRDA/ Private
Transport (in concurrence LA & Private
assisted by with province
Railways NTC and other SLR
for national
stakeholders plans and to get
Inland Waterways concurrence Provincial Private
from centre to Councils
provincial
Road Passenger plans). NTC (Inter) SLTB/NTC/ SLTB/Private
Transport Services RPTA (Intra) RPTA/LA/
Private
Para-transit (carriage of DMT/NTC LA Private
passengers) RPTA (Intra)
LA
Rental vehicles DMT Private Private
Freight vehicles (carriage NTC (Inter) Private Private

of goods) RPTA (Intra)
Non-motorized LA RDA/PRDA/ Private
LA
Traffic Management LA RDA/PRDA/ RDA/PRDA/
LA LA
Source: National Transport Policy on Transport in Sri Lanka, Ministry of Transport, 2009.
Corresponding to the table above, detailed functional responsibilities are illustrated in Table 6.2.2
in the following page. Although Table 6.2.1 indicates transport policy is made by the MOT
assisted by the NTC and other stakeholders and the planning is done by the NTC, the reality is that
there are central and provincial governments involved in vertical sphere, and some numbers of
institutions involved in horizontal sphere, even if only at the central government level. If
including subsidiary institutions, such as the DMT, MOFP and so on, the number of stakeholders
increases.
67
Table 6.2.2 Functional Responsibilities of Transport related Institutions
Policy Planning Regulation Fare/Revenue Infrastructure Development Asset Management Operation and Management Law
Planning for Public Transport Infrastructure Developmen
Operation and Management of Equipment & Facility (Up

Financial planning and Budgetary Expenditure (Budgeti
Procurement of Infrastructure Development (Constructio
Operation and Maintenance of Constructed Infrastructu

Formulating and updating Administrative & Technical
Standards, Norms, Minimum Service Standards and
Property Management (shops, vendors and so on)

Financial Source for Operation and Maintenance
Construction Supervision & Technical Inspection
Financial Arrangement for Business Operation
Business Operation Performance Evaluation

Authorization/License and Permit Approval
Upper Infrastructure (Equipment & Facility)

Sales revenue and assets management
Master Plan (Mid-, Long-term Planning)
Managing Fare Collection System

Strategic planning (Action Plan)
Regulatory Authority/Regulator
Sector Sub-sector
Service Delivery Planning
Business Operation
(include Budgeting)
Base Infrastructure
Law Enforcement
Land Acquisition
Plolicy Making
Fare Setting
Guidelines
(O&M)
(Base)
Land
Road Network
RDA RDA RDA RDA RDA & RDA & RDA &
Class A & B (National Road) MoHPS RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA
MoHPS MoHPS MoHPS MoHPS LA LA NPL
RDA PRDA &

Class C (Provincial Road) PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA PRDA
MoHPS NPL
PRDA & LA LA RDA LA LA LA &

Class D & E (Local Authority Road) LA LA LA LA LA LA LA LA LA
LA PC PC MoHPS PC PC NPL
RDA RDA RDA RDA RDA &

Urban expressway (toll road) MoHPS RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA RDA
MoHPS MoHPS MoHPS MoHPS NPL
Rail-based
SLR SLR SLR SLR SLR SLR SLR SLR
Transport Railway MOT MOT SLR SLR SLR SLR MOT SLR SLR SLR SLR SLR SLR SLR SLR SLR SLR SLR
68
MOT MOT MOT MOT MOT MOT MOT MOT
Bus Transport General bus service (Public) NTC & NTC &
NTC NTC NTC NTC SLTB *5 NTC NTC NTC SLTB SLTB SLTB SLTB SLTB *5 SLTB SLTB SLTB
(Inter-province bus service) SLTB NPL
General bus service (Private) NTC & NTC &

NTC NTC MoPTS MoPTS NTC NTC NTC NTC OPR OPR OPR OPR *5 OPR OPR OPR
(Inter-province bus service) MoPTS NPL
General bus service (Public) NTC &

NTC NTC NTC SLTB SLTB SLTB NTC NTC SLTB SLTB SLTB SLTB SLTB SLTB *5 SLTB SLTB SLTB
(Intra-province bus service) NPL
General bus service (Private) NTC & RPTA &

RPTA RPTA RPTA RPTA RPTA RPTA RPTA NTC OPR OPR OPR OPR OPR OPR OPR OPR

(Intra-province bus service) RPTA NPL
Bus terminal NTC &

NTC SLTB SLTB SLTB SLTB SLTB NTC NTC NTC SLTB SLTB NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC
(Inter-provincial bus terminal) (Public) NPL
Bus terminal NTC &

MoPTS MoPTS MoPTS MoPTS MoPTS MoPTS NTC NTC NTC OPR OPR NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC NTC
(Inter-provincial bus terminal) (Private) NPL
Bus terminal RPTA & RPTA & RPTA & Prov Prov Prov Prov Prov Prov Prov RPTA & RDA &
RPTA RPTA RPTA NTC NTC RPTA RPTA RPTA RPTA RPTA RPTA RPTA
(Intra-provincial bus terminal) UDA UDA PC Council Council Council Council Council Council Council LA NPL
NTC,
NTC, NTC, NTC, RDA &
Bus stop/shelter (Class A & B roads) RDA RPTA RDA RDA RDA RDA RDA RDA RDA RPTA RPTA RPTA RPTA RPTA
RDA UDA RDA UDA RDA UDA NPL
UDA
RPTA RPTA RPTA RPTA RPTA PRDA & RPTA RPTA RPTA RPTA RPTA PRDA, LA
Bus stop/shelter (Class C, D & E roads) PRDA & LA RPTA RPTA RPTA RPTA RPTA
LA LA LA LA LA LA LA LA LA LA LA & NPL
Summary Report
Paratransit
RPTA & RPTA &
Three Wheeler & Taxi MoPTS RPTA RPTA RPTA RPTA RPTA RPTA RPTA OPR OPR OPR OPR OPR OPR OPR
LA NPL
Private coach services (school van, RPTA & RPTA &

MoPTS RPTA RPTA RPTA RPTA RPTA RPTA RPTA OPR OPR OPR OPR OPR OPR OPR
corporate van) LA NPL
Note: LA: local authorities, OPR: operator, Source: CoMTrans Study Team
Summary Report
The complexity of the existing urban transport administration, as illustrated in Table 6.2.2, makes
the urban transport administration in CMA inefficient and this makes it difficult to carry out new
transport measures and integrated transport policies, such as inter-modal transfer/connection, a
common transport pass system and so on. As stated in the National Transport Policy, the
efficiency of transport administration lies in how such complexity can be dealt with in a planned
manner. In order to ensure the planning function is strengthened and becomes a responsibility of
the assigned agencies, the Government indicated in the National Transport Policy that it would
establish a coordination mechanism for urban transport through the Presidential Committee for
Urban Transport (PCUT), which is in line with the CoMTrans’s recommendation as well. An
ideal structure for the urban transport administration in CMA would be to establish an agency that
is powerful in policy making, planning, monitoring budget allocation, and implementation of
public transport service delivery, but lean in institutional structure, i.e. not creating another mega
institution to hire many staff members and to fight over vested interests with the existing
institutions.
6.2.2 Towards the Realisation of CoMTrans Master Plan
In line with the National Transport Policy, the CoMTrans suggests the establishment of an Urban
Transport Council under the President. The council is expected to be a central high-level body
that represents all main political decision makers in urban transport, including the Western
Provincial Council. The members consist of appropriate ministers and/or deputy ministers from
national government and the chief minister or transport minister of the Western Province Council.
The council is to be led by the senior minister in charge for transport in the Administration. The
council is set-up for making decisions on urban transport policy and planning in CMA, so it would
not replace the existing transport sub-committee under the Cabinet nor the Parliament. The
sub-committee for transport under the Cabinet shall be the final resort for the urban transport
council, as well, to politically solve transport issues which encompass widespread areas.
(1) Institutional Arrangement
The council must be established as a standing council until its functions are transferred to the
envisaged urban transport authority in the future. However, it is not intended to create another
institution such as a ministry, department or authority. Therefore, it is suggested to establish a
sub-division under the Planning Division of the MOT to support the council as secretariat. The
functions of the secretariat are to support all administrative and technical tasks appointed by the
council; yet, considering the scarcity of professionals in urban development and transport planning
in the government sector, it is suggested that the academia, e.g. University of Moratuwa, provides
technical support to the secretariat. Since the council consists of higher-level members,
establishment of a technical committee or technical task force shall be taken into account once the
council is formally established. The functions of the technical committee, among others, are to
update the transport data collected for the CoMTrans master plan, and to formulate roll-over
transport annual action plans, to monitor the progress of the master plan, and to provide technical
inputs to the council.
It should be underlined that the council, the secretariat in the MOT and the technical committee
must be legally supported as formal bodies, i.e. being established under a presidential decree and
announced in a Gazette. It should be also noted that the proposed council is not, apparently, a
monolithic bureaucracy which consolidates all present departments and agencies, but it is an
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efficient strategic policy setting body that coordinates and governs all the components of urban
transport. It is also not a funding agency, but one of its duties is to make funding decisions under
the framework of given functions of the council to support and recommend budget allocations to
MOFP, which allocate budget directly to agencies based on its decisive criteria. The council is
envisaged to be responsible for every facet of urban mobility including private modes and public
transport and will also have some influential role in city development planning in close
cooperation with NPPD (National Physical Planning Department), UDA, the Western Provincial
Council and local authorities.
President
Secretariat (MOT)
Urban Transport Council

(MOT, MOHPS, MODUD, MOFP, MOPTS, WP)
Figure 6.2.1 Urban Transport Council
(2) Legalising the CoMTrans Master Plan
Unless the CoMTrans master plan becomes a legally binding master plan, there would be no base
for the newly established urban transport council to implement the plan, taking into account that
respective ministries and local government must already have their own plans to develop roads,
public transport service delivery and so on.
Considering that the anticipated members of the council will be almost the same as the members
of the steering committee of the CoMTrans master plan study, it is expected that first the
CoMTrans master plan would be agreed among the steering committee members and the MOT
submit it as a legally binding master plan to the Administration to be endorsed. It is crucial that
the short-term projects shall be jointly scrutinised with the National Planning Department of the
MOFP, in terms of feasibility of budget allocations for forthcoming project proposals.
(3) Risks for the realisation of CoMTrans Master Plan
In the past, similar recommendations were made in several studies; yet, no coordination body was
established. As stated in previous sections, several issues have hindered the realisation of the
recommended measures, i.e. lack of continual political willingness and adverse political
interventions, unclear delineation of functional responsibilities among transport related institutions,
lack of coordination mechanisms, absence of legal basis for the master plan and absence of legal
basis for the implementing institutions.
The biggest issue encountered for the realisation of the master plan is the unpredictable political
influence and wandering political directions, which are hard to control or prevent. However,
once the master plan becomes a legally binding document, it will be at least a roadmap for urban
transport development in CMA. The previous JICA study team failed to make its master plan a
legally binding plan, so it had weakness in the implementation stage; so it is strongly suggested
that the Steering Committee agrees upon the CoMTrans master plan and make it a legally binding
plan within the study period. Once the master plan is endorsed by all stakeholders, the council
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Summary Report
can be established and functional responsibilities between the council and related line ministries,
agencies and local authorities become crystal clear since the proposed projects and implementing
agencies are indicated in the master plan.
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CHAPTER 7 Conclusions and Recommendations for Materialisation of

7.1 Conclusions
Economic development has accelerated after the end of the civic conflict and travel demand has
also increased rapidly. Colombo is the centre of economic activity in Sri Lanka thus the increase
in traffic demand has been remarkable. In the Colombo Metropolitan Area, 6.9 million trips are
made each day at present and it is estimated to grow to 12.2 million trips in 2035. It goes
without saying that a mass transit system is needed to meet the increasing travel demand. In the
CoMTrans master plan it is recommended to develop a monorail system together with a
Multi-modal Transport Hub, Multi Modal Centre and Park & Ride systems. It is desirable to
develop a rail-based transport system, which is not disturbed by ordinary road traffic. The
rail-based transport system, however, requires a considerable amount of investment for
development. Consequently, it usually takes a long time to develop the extensive rail-based
transport network.
On the other hand, at present buses run at low speeds because buses are caught in the general
traffic congestion on the roads, thus punctuality of operation is not ensured. A large number of
residents now try to avoid using buses because of the low level of bus services such as
over-crowding, lack of punctuality and lack of comfort. Therefore, a higher level of public
transport service should be urgently provided to prevent the shift from public to private modes of
transport. Furthermore, having merely one route of rail-based transport system is not sufficient
to attract people to public transport use but an extensive network should be formulated like a web
to cover the major travel destinations in the metropolitan area. Improvement of transport nodes
such as station plazas could make it easy and convenient to use public transport systems.
It should also be noted that the ability to pay for transport of the majority of the residents is low
and it is therefore difficult to set public transport fares high enough to enable the private sector to
provide a high level of public transport services. In the short term and intermediate term, the
public transport network should be formulated by combining the existing Sri Lanka railway which
needs upgrading, a monorail system and BRT system. In the long run, a rail-based transport
system is needed to provide a higher level of services as well as a higher passenger capacity. The
development of a BRT system ensures the space for future rail-based transport system
development with a higher level of services.
Improvement of public transport services alone cannot suppress the deeply rooted preference to
use private modes of transport; consequently, traffic restraint schemes should be employed in the
central area of CMA where traffic congestion is often observed.
Another important measure is to develop sub-centres in suburban areas and to distribute the urban
functions, which are currently concentrated in CMC. By creating an alternative urban structure,
traffic congestion problems would be alleviated to some extent.
Although promotion of public transport is the most important policy to alleviate the transport
problems in the master plan, the road network has not been well developed and the capacity is
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Summary Report
significantly low in suburban areas. In particular, the progress of road network development has
not caught up with the expansion of urbanised areas, therefore, road network development is also
important in suburban areas.
Transport infrastructure development requires a long period in order to be realised, thus in order to
deal with the current transport problems, immediate actions are necessary. The short-term
countermeasures include the installation of area-wide traffic signal systems and the improvement
of present signal control. Traffic control such as one way systems is also taken into account for
the alleviation of traffic congestion in specific areas.
7.2 Recommended Immediate Actions to be Taken

(1) Legal Framework for Transport Network Development
The target year of the CoMTrans urban transport master plan is 2035, which is 21 years from now.
Developing transport infrastructure needs a long time. Once the urban transport master plan is
agreed among the relevant stakeholders, it should be authorised and have legal binding for future
development. This implies that the Right of Way (ROW) should be reserved for future
development of transport facilities - railway and road networks. If urban development such as
commercial building and residential complex developments are allowed in the areas set aside for
the planned transport network, it would become difficult to develop the transport network in a
desirable form. It is therefore proposed to establish a legal framework for setting aside a space
for future transport system development.
(2) Enhancement of Urban Land Use Regulations
CoMTrans emphasises the importance of integration between land use and the transport systems,
thus Transit Oriented Development (TOD) is recommended in this regard. It needs high density
urban development in the areas surrounding railway stations and important public transport hubs.
Urban land use regulations which designate a type of land use and floor area ratio is needed for
guiding land use to a desired pattern. In Sri Lanka, however, the floor area ratio has not been
determined for every plot and no limitation on floor area is given to a block exceeding a certain
size of plot area. Without limitation of the floor area ratio it is difficult to guide land use in the
area surrounding the railway stations into high density, for instance high rise office buildings and
apartments. Urban land use plans with guidance for the floor are ratio should be prepared for
materialising TOD, otherwise it will be difficult to promote. If such regulations cannot be
established, it would lead to failure in TOD and also it would worsen the traffic congestion.
(3) Post Evaluation of Projects in the Urban Transport Master Plan
It is definitely important to conduct a post evaluation to understand the performance of the

relevant agencies. If some projects are delayed in implementation, it requires exploring the
reasons why the projects have not been executed as scheduled. If the projects have been
implemented, the impacts of the projects on transport as well as economic activities should be
examined carefully. It should be then fed back to the next stage and the plan should be
modified and improved into a more efficient and convenient system. The circumstances
surrounding the urban transport will change over time and the initial plan would not be suitable
for a new situation. The urban transport master plan, which is prepared for the long period of 20
years, should be regarded as a rolling plan. It should be reviewed regularly and updated to fit in
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the new circumstances. A Plan-Do-Check-Action (PDCA) cycle should be applied for master
plan implementation and monitoring.
(4) Development of Urban Transport Database System
The CoMTrans conducted the first large-scale Person Trip Survey in Sri Lanka and other relevant
transport surveys. The data collected gives base data not only for transport planning but also for
urban planning. In line with the master plan review and updating mentioned above, this database
is useful for post evaluation of the master plan. The database should be updated and modified
periodically for review and updating the master plan. Since the database covers a broad range of
fields; demography, land use, economic activities, industry, and transport, the establishment of an
urban transport database centre is desirable for maintenance of the database. The database centre
could be established in the Ministry of Transport or a University. In addition, it is necessary to
build the capacity of the transport planning experts who can undertake a transport analysis and
plan using this database.
(5) Further Investigation on Traffic Safety
Thanks to the accident data provided by the police, an extensive traffic accident database is
available and it was analysed in the Study. Further detailed analysis on Black Spots is
proposed to identify the places where traffic accidents frequently occur. The analysis will lead to
the identification of causes of accidents and required countermeasures.
(6) Promotion of Health in the Transport Sector
Developing of a pedestrian path network and bicycle road network, which connects major parks in
the urbanised areas is proposed in the master plan. Construction of these facilities encourages
walking, jogging and cycling by the citizens in the metropolitan area. These kinds of facilities
contribute to green transport which aims at healthy and environmentally friendly transport.
(7) Bus Operation Reform
Bus operation can be made more efficient and systematic without a huge investment. Currently
real-time monitoring of bus operation can be achieved with a GPS device. Fare collection with
an IC card through a communication device is also available now. The technical solutions are
available for the difficulties in monitoring and management of bus operation. Now is a good
opportunity to reform bus operation to provide better service for passengers. Installation of a
GPS device on the buses enables bus fleet tracking on a real time basis, and then the management
of bus companies can control their buses on the roads. Moreover, the introduction of the IC
ticket system makes it possible to provide a subsidy for private bus companies, if the government
would like to provide subsidy for private companies, since the exact number of discount tickets
can be counted.
(8) Feasibility Study for Project Implementation
A number of transport infrastructure development projects as well as soft measures have been
proposed in the CoMTrans master plan. Although Monorail and MmTH projects are now under
a feasibility study, the feasibility studies on the other projects are also important for alleviation of
traffic congestion and the promotion of public transport. This includes BRT system development
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Summary Report
for developing an extensive quality public transport network integrated with the monorail and
employment of ERP for demand management. It is recommended to conduct these feasibility
studies at the earliest possible time.
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Summary Report
CoMTrans Proposed Project Profiles

CoMTrans PROPOSED PROJECT PROFILE
Proposed projects are described in project profiles below;

Project ID Project Name Type
1 RL-M1 Modernisation of Coast Line (Colombo Fort - Kalutara South) Rail-based Transport
2 RL-M2 Modernisation of Main Line (Colombo Fort - Veyangoda) Rail-based Transport
3 RL-M3 Modernisation of Puttaram Line (Ragama - Negombo) Rail-based Transport
4 RL-M5 Modernisation of Main Line (Colombo Fort - Maradana) Rail-based Transport
5 RL-NR1 Airport Connection (Katunayake South - Airport Terminal) Rail-based Transport
6 RL-NR2 Dompe Line (Kelaniya - Dompe) Rail-based Transport
7 RL-NT1 Monorail [Phase 1] Rail-based Transport
8 RL-NT2,3 Monorail [Phase 2] Rail-based Transport
9 RL-NT4 Monorail [High Level Road Line] Rail-based Transport
10 RL-NT5 Monorail [Connecting Line with Monorail (High Level Road Line) Rail-based Transport
11 BT-01 Bus Rapid Transit (BRT) Bus
Multi-modal Transport Hub (MmTH), Multi-modal Centre (MMC), and Park & Rail-based Transport/
12 MM-1~5
Ride (P&R) Urban Planning
Securing Space for Future Development of BRT / Development of Middle Ring
13 RD-RN2 Road
Road for BRT Corridor
14 RD-RN3 Provision of Alternate Road for Introducing BRT / Baseline Road Extension Road
15 RD-RN4 Provision of Alternate Road for Introducing BRT / Extension of Marine Drive Road
Enhancement of Traffic Distribution Function of Road Network / Development of
16 RD-RN5 Road
Western Ring Road
Enhancement of Traffic Distribution Function of Road Network / Development of
17 RD-RN6 Road
Eastern Ring Road
Construction of New Urban Expressway / Connection Between the SEW and the
18 RD-EX1 Road
CKE
19 RD-EX3 Construction of New Urban Expressway / Connection Between New Urban Road
Expressway (RD-EX1) and Port Area
Construction of New Urban Expressway / Connection Between New Urban
20 RD-EX4 Road
Expressway (RD-EX3) and New Fort Station
21 RD-FO Fly-over Installation Road
22 TM-S1,S2,S3 Traffic Signal Control Improvement Traffic Management
23 TM-TI1 Traffic Information System Traffic Management
24 TM-BL1,BL2 Bus Priority System + Bus Location System for BRT Traffic Management
25 TM-BL3 Bus Location System for Public/Private Buses Traffic Management
26 TM-P1 Parking Information System Traffic Management
27 TM-ERP ERP System Traffic Management
28 RS-1 Education for Road Safety / Tight Control of Driver’s Licence Traffic Safety
29 RS-2 Installation or Improvement of Pedestrian Crossing and Sidewalk Traffic Safety
30 RS-3 Enforcement of Safety Measures on 7 Corridors to Reduce Traffic Accidents Traffic Safety
31 EN-01 Air Emission Standard for Vehicles Environment
32 EN-02 Vehicles Inspection and Maintenance Programmes Environment
33 EN-03 Low Sulphur Diesel Programmes Environment
34 EN-04 Promotion of Natural Gas Vehicles Environment
35 EN-05 Promotion of Hybrid Cars and Electric Vehicles Environment
36 EN-06 Promotion of Walking and Bicycles Environment
Project Profile-1
Project
Project Name Transport Sub Sector
ID Code
☑ Railway and New Transit
RL-M1 Modernisation of Coast Line
☐ Bus Transport
Urban Transport Policy: ☐ Road
☑ Promotion of Public Transport ☐ Alleviation of Traffic Congestion ☐ Traffic Management
☐ Reduction of Pollution ☐ Reduction of Traffic Accident ☐ Traffic Safety
☐ Promotion of Health ☐ Environment
Project Location Project Priority Implementation ☐ Urban Planning
Colombo Fort - Kalutara South ☑ Short-term Period ☐ Institution/Funding
(42.5km)
☑ Medium-term Total 10 years
☑ Long-term
1. Objectives of Project 2. Expected Benefits

- To increase the capacity for railway passenger - Increase of railway transport capacity to meet future
transport with short interval frequency of train service passenger demand
- To improve safety and level of service for railway - Improvement of level of service for railway passenger
passenger such as speed and riding feeling - Savings in travel time
3. Project Description 4. Linkages with Other Projects/Sectors
- Replacing signalling system (new interlocking and - Monorail system with the connection at Kollupitiya,
train protection systems) [Short Term] Fort/Pettah Multi-modal Transport Hub (MmTH)
- Electrification (double track) [Medium-Term] - BRT and bus at Multi-modal Centre (MMC) at Moratuwa
- Procurement of new train sets [Medium-Term]
- Construction of third line [Long-Term]
- Improvement of track layout [Medium-Term]
5. Important Assumptions (Conditions for the 6. Implementing Agency
Project) Sri Lanka Railways
7. Financing Scheme 8. Expected Operator (if any)

☑ Public Sector Sri Lanka Railways
☐ Public Private Partnership
☐ Private Sector Initiative
9. Project Cost (in 2013 Constant Price) 10. Special Considerations

Initial Investment Cost: US$ 596.6 Million Since the CTC with Relay Interlocking and Bi-directional
Recurrent O & M: US$ 11.9 M/year Automatic Block Signalling on double lines was installed in 1962,
replacing of the signalling system is an emergency issue.
11. Environmental Impact 12. Location Map

1) Social Environment
- Land Acquisition: Not major required
- Resettlement :B
- Other Social Impact: B
2) Natural Environment
- Air pollution: B
- Noise and vibration: B
- Flooding: B
- Biodiversity: B
- Flora and Fauna: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-2
Project
ID Code
RL-M2 Modernisation of Main Line
☐ Bus Transport
Colombo Fort – Veyangoda ☑ Short-term Period ☐ Institution/Funding
(37.6km)
☐ Long-term

- Replacing signalling system (new interlocking and train - Monorail system around Kelaniya station and at the
protection systems) [Short-term] Fort/Pettah Multi-modal Transport Hub (MmTH)
- Upgrade existing track (double track) [Short-term] - BRT and bus at Multi-modal Centre (MMC) at Kelaniya
- Electrification (double track) [Medium-term]
- Procurement of new train sets [Medium-term]
Project) Sri Lanka Railways, financed by Chinese Government
- Collaborating with the track layout improvement
between Colombo Fort and Ragama [RL-M5]


Recurrent O & M: US$ 14.6 M/year Automatic Block Signalling on double lines was installed in
1962, replacing of the signalling system is an emergency issue.

- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-3
Project
ID Code
RL-M3 Modernisation of Puttalam Line
☐ Bus Transport
Ragama – Negombo ☐ Short-term Period ☐ Institution/Funding
(23.3km)
☐ Long-term

- Replacing signalling system (new interlocking and train - Bus terminal development at Multi-modal station/centre
protection systems)
- Electrification (double track)
- Track Layout improvement
- Procurement of new trains
5. Important Assumptions (Conditions for the Project) 6. Implementing Agency
- Completion of electrification between Fort and Ragama Sri Lanka Railways


Recurrent O & M: US$ 7.5 M/year Automatic Block Signalling on double lines was installed in
1962, replacing of the signalling system is an emergency issue.

- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-4
Project
ID Code
RL-M5 Modernisation of Main Line (Track Layout Improvement)
☐ Bus Transport
Colombo Fort – Maradana ☑ Short-term Period ☐ Institution/Funding
(4.0km)
☐ Medium-term Total 5 years
☐ Long-term

- To increase frequency for railway operation on the - Increase railway transport capacity to meet future passenger
most congested section by improving track layout to demand
ensure proper management together with many - Savings in travel time for railway passenger
railway lines on this section
- Savings in train accidents in this section
- Track Layout improvement (Colombo Fort - Maradana) - Fort/Pettah Multi-modal Transport Hub (MmTH), which
- Construction of a viaduct (double track) for the Main connects with Monorail, BRT and Bus
line route as an priority line with electrification and
improved signalling system
- Remodelling of station (Fort and Maradana)
- Collaboration with Electrification and improved Sri Lanka Railways
signalling system for Main Line [RL-M2]


Initial Investment Cost: US$ 90.3 Million - Since this is the most congested section in Sri Lanka Railways,
Recurrent O & M: US$ 0.5 M/year track layout improvement and installation of viaduct for the
priority routes of the Main line are an emergency issue.

- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-5
Project
ID Code
RL-NR1 Airport Connection
☐ Bus Transport
Katunayaka South - Airport Terminal ☐ Short-term Period ☐ Institution/Funding
(2.2km)
☐ Long-term

- To provide direct train operation as an airport access - Promotion of railway service for airport users
railway service to/from the Fort station to the Airport - Savings in travel time from the Fort area to the airport
terminal

- Construction of track works (single track) - Bus service for direct airport access
- Construction of new station at the airport terminal
- Electrification
- Installation of signalling system and communication
system
Completion of electrification for Main and Puttalam Lines Sri Lanka Railways


Initial Investment Cost: US$ 25.0 Million Currently, public transport service to access the airport from the
Recurrent O & M: US$ 0.5 M/year central part of Colombo is limited to bus. Direct railway access
will be realised if only a 2km section will be constructed with
proper management of direct operation.
- Land Acquisition: Not major Required
- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-6
Project
ID Code
RL-NR2 Dompe Line
☐ Bus Transport
☑ Reduction of Pollution ☐ Reduction of Traffic Accident ☐ Traffic Safety
Kelaniya - Dompe (22.8km) ☐ Short-term Period ☐ Institution/Funding
Alawathupitiya (Stabling Yard)
☑ Long-term

- To provide railway services mainly for cargo from the - Reduction of GHGs by modal shift of cargo transport from
oil refinery and dry-port (EPZ) to Colombo port and to truck and container trailer
connect to Main Line, it will be utilize for passenger - Savings in travel time costs and hauling costs for cargo
transport in future.
- Construction of track works (double track) - Monorail system and Multi-modal centre (MMC) at Kelaniya
- Installation of signalling system and communication with BRT and Bus services
system and stabling yard at Alawathupitiya
Non electrification Sri Lanka Railways

☐ Public Sector Sri Lanka Railways or Private
☑ Public Private Partnership

Initial Investment Cost: US$ 377.8 Million There is the Sapugaskanda oil refinery and several planed
Recurrent O & M: US$ 12.0 M/year dry-port (EPZs). Therefore, railway connection to the Colombo
Port area realises cost effective and environmentally friendly
solution.
11. Environmental Impact 2) Natural Environment [Legend]:
1) Social Environment - Air pollution: B A: No Impact
- Land Acquisition: Further B: Moderate Impact
C: Serious Impact
investigation is required. - Flooding: B
- Resettlement :B or C - Biodiversity: B
- Other Social Impact: B or C - Flora and Fauna: B
12. Location Map
Project Profile-7
Project
ID Code
RL-NT1 Monorail [Phase 1]
☐ Bus Transport
☑ Promotion of Public Transport ☑ Alleviation of Traffic Congestion ☐ Traffic Management
Project Location Project
Implementation ☐ Urban Planning
Malabe-Fort – Kotahena (Route 1), Priority
Kolluptiya – Town Hall (Route 2) ☑ Short-term Period ☐ Institution/Funding
(Total Length: 23 km) ☐
More than 6 years
Medium-term
☐ Long-term

- To provide a new transit system in the high population - Reduction of GHGs by modal shift from vehicle based
density area to alleviate vehicle based transport passenger transport and alleviation of vehicle traffic
congestion, as well as in low public transport service congestion
area. - Savings in travel time costs
- Construction of monorail track (simple elevated beam), - Sri Lanka Railways (Main Line, Coast Line)
elevated stations with civil works - Fort/Pettah Malti-modal Transport Hub (MmTH)
- Installation of electrical and mechanical system - Multi-modal Centre (MMC) with BRT and Bus at Malabe
- Construction of train depot - Park and Ride (P&R) facilities
- Preparation of rolling stock (train sets) - ERP (Electric Road Pricing) system
Ministry of Transport

☑ Public Sector To be discussed

Initial Investment Cost: US$ 1,321.5 Million - Several urban developments and road projects shall be
Recurrent O & M: US$ 50.7 M/year coordinated/ accommodated.

- Land Acquisition: Minimum land acquisition
required at some stations (Further study will be
conducted under CoMTrans)
- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-8
Project
ID Code
RL-NT2,3 Monorail [Phase 2]
☐ Bus Transport
Mattakkuliya - Kelaniya Priority
Malabe-Kaduwela ☐ Short-term Period ☐ Institution/Funding
(Total Length: 11.9 km) ☑

Total 6 years
Medium-term
☑ Long-term

- To provide new transit system extended from phase 1 - Reduction of GHGs by modal shift from vehicle based
network to connect with Kelaniya Multi-modal Centre passenger transport and alleviation of vehicle traffic
(MMC) in order to alleviate vehicle based transport congestion
congestion, as well as in a low public transport service - Savings in travel time costs
area.
- Construction of monorail track (simple elevated beam), - Sri Lanka Railways (Main Line)
elevated stations with civil works - Multi-modal Centre (MMC) with BRT and Bus at Kelaniya
- Installation of electrical and mechanical system - Park and Ride (P&R) facilities
Ministry of Transport


Initial Investment Cost: US$ 882.6 Million - Additional land acquisition is required if road widening
Recurrent O & M: US$ 34.1 M/year project is not executed by RDA and CMC.

- Land Acquisition: Further investigation is
required.
- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-9
Project
ID Code
RL-NT4 Monorail [High Level Road Line]
☐ Bus Transport
Borella - Homagama Priority
(Total Length: 19.7 km) ☐ Short-term Period ☐ Institution/Funding
☐
Total 6 years
Medium-term
☑ Long-term

- To provide a new transit system extended from phase 1 - Reduction of GHGs by modal shift from vehicle based
network toward High Level Road, where the large passenger transport and alleviation of vehicle traffic
numbers of trips are generated to CMC. congestion
- Savings in travel time costs
- Construction of monorail track (simple elevated beam), - Sri Lanka Railways (KV Line)
elevated stations with civil works - Multi-modal Centre (MMC) with BRT and Bus
- Installation of electrical and mechanical system - Park and Ride (P&R) facilities
Completion of monorail project of Phase 1 Ministry of Transport


Initial Investment Cost: US$ 731.1 Million - Detailed alignment of monorail network shall be
Recurrent O & M: US$ 14.4 M/year accommodated with future road widening/ construction
projects.

required. Basically minimum land acquisition is
required if monorail is constructed on existing
road, only required around several station area
- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-10
Project
ID Code
Monorail ☑ Railway and New Transit
RL-NT5
[Connection with Monorail (High Level Road Line) and Railway (Coast Line)] ☐ Bus Transport
Siebel - Wellawatta ☐ Short-term Period ☐ Institution/Funding
(Total Length: 3.4 km)
☑ Long-term

- To provide a new transit system extended from phase 2 - Reduction of GHGs by a modal shift from vehicle based
network toward Wellawatta station on Coast Line, which passenger transport and alleviation of vehicle traffic
forms enriched and flexible public transport network for congestion
promoting public transport users. - Savings in travel time costs
- Construction of monorail track (simple elevated beam), - Sri Lanka Railways (Coast Line)
elevated stations with civil works - ERP (Electric Road Pricing) system
- Installation of electrical and mechanical system
- Preparation of rolling stock (train sets)
Completion of monorail project of High Level Road Line Ministry of Transport


Initial Investment Cost: US$ 169.2 Million - Detailed alignment of monorail network and location of
Recurrent O & M: US$ 3.6 M/year stations shall be accommodated with future road widening/
construction projects and railway project on coast line.

required.
- Resettlement :B
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-11
Project
ID Code
☐ Railway and New Transit
BT-01 Bus Rapid Transit (BRT)
☑ Bus Transport
Route-1: MmTH-MoratuwaMMC4
☑ Short-term Period ☐ Institution/Funding
Route-2A: KelaniyaMMC1-MmTH-KelaniyaMMC1
Route-2B: KelaniyaMMC1-Kadawatha ☑ Medium-term Total 2 to 3 years
Route-3: KelaniyaMMC1-MoratuwaMMC4
for each route
Route-4: Wattala-Battaramulla-MoratuwaMMC4
☐ Long-term
(Total length: 135.8 km)

- To promote the utilisation of public transport by - Increase of passenger transport capacity for bus services
improving the operation speed and quality of bus service - Reduction of GHG emission compared ordinary bus
- Savings in Travel Time Costs
- Installation of exclusive bus-way with bus priority signals - Multi Modal Centre (MMC) at Moratuwa, Kelaniya
- Installation of bus fleet which has capacity to meet the - Fort/Pettah Multi-modal Transport Hub (MmTH)
demand (articulated vehicles) - Sri Lanka Railways
- Construction of BRT shelters with level boarding platform - Monorail
and with safe access from footpath to ensure the safety
and convenience of passengers - Ordinary Bus
- Electronic ticket system will be implemented for smooth

boarding and alighting
- Bus location information will be collected by on-board
GPS devices, sent to the control centre and used for the
operation system and for passenger information boards
Wide width multiple road lanes is required to install - Ministry of Transport
additional dedicated BRT lane. Traffic management at - Road Development Authority
junction and BRT station should be carefully designed for
ensuring safety and sufficient of traffic capacity. - Colombo Municipal Council

☑ Public Sector Both public and private could be operated. Detailed should be
discussed and determined.
Initial Investment Cost: US$ 165.0 Million - Since the traffic congestion is getting severe in the CMC
(phase1: US$ 93.9 Million, phase2: US$ 71.0 Million) area, promotion of the utilisation of public transport is an
Recurrent O & M: US$ 21.5 M/year important task.
(phase1: US$ 13.1 Million, phase2: US$ 8.4 Million) - While BRT can transport a comparatively large volume
passengers with low construction cost, it could be an option
to achieve the task.
- The public transport network will be improved efficiently, by
installing BRT and connecting it with the other public
transport modes.
Project Profile-12
11. Environmental Impact

1) Social Environment 2) Natural Environment [Legend]:
- Land Acquisition: Further detailed A: No Impact
- Air pollution: B
B: Moderate Impact
investigation is required, especially - Noise and vibration: B C: Serious Impact
in bus station areas.
- Flooding: B
- Resettlement :B
- Biodiversity: B
12. Location Map
Project
ID Code
Multi-modal Transport Hub (MMTH), Multi-modal Centre (MMC), ☑ Railway and New Transit
MM-1~5
and Park & Ride (P&R) ☐ Bus Transport
Project Location Project Priority Implementation ☑ Urban Planning
MmTH: Fort/Pettah ☑ Short-term Period ☐ Institution/Funding
MMC: Kelaniya, Malabe, Moratuwa
P&R: Several stations on the Monorail
network ☐ Long-term
Project Profile-13

- To promote the utilisation of public transport by - Providing user-friendly public transport services to smooth
improving the function of transport nodes mode transfer
- Creating opportunities for commercial and attractive urban
centre facilities as transport node with different transport
mode.
- Promoting a modal shift from private to public at P&R
facilities
- MmTH at Fort/Pettah: providing smooth/safety/comfort - Sri Lanka Railways
transport hub for passenger transfers between Monorail, - BRT and Ordinary Bus
Railway, BRT and ordinary bus, together with commercial
facilities. - Monorail
- MMCs: Kelaniya and Malabe MMC is the terminal station - ERP (Electric Road Pricing) system for encouraging P&R
of monorail line which connects the monorail and its - Urban planning and development around these transport
feeder. Moratuwa is the multi-modal transfer points with facilities
railway, BRT and feeder bus services. - Commercial developments (Kiosk, Shopping centre,
- P&Rs: providing at major monorail stations in suburban restaurants and office/hotel buildings) especially at MmTH
areas to let commuters transfer from private vehicles to
public transport
Land preparation for MmTH is essential, because the - Ministry of Transport together with following institutions;
relocation plan of the Manning market and other shops are
- Road Development Authority
still under enforcement.
Institutional coordination is required. - Colombo Municipal Council and Local Authorities
- Sri Lanka Railways
- SLTB, WP-RPTA, NTC

☑ Public Sector To be determined (for bus terminal operation, terminal facility
operation and commercial area operation)
Initial Investment Cost: US$ 195.7 Million - Since the traffic congestion is getting severe in the CMC
Recurrent O & M: US$ 5.8 M/year area, promotion of the utilisation of public transport is an
important task.
- To promote the utilisation of public transport, convenient
transfer between other transport modes is a key factor.
- With the installation of MMTH, MMC and P&R facilities, the
connectivity between each transport mode will be
substantially improved.
- By consolidating the transfer function, passengers can save
their transfer time
- Land Acquisition: A: No Impact
- Air pollution: B
B: Moderate Impact
Further investigation is required - Noise and vibration: B C: Serious Impact
- Resettlement : - Flooding: B
B or C, depend on the progress of the - Biodiversity: B
relocation plan for Manning market. In - Flora and Fauna: B
addition, further investigation is
required for existing shops the area of
MmTH. For MMC and P&R, further
on-site investigation is required.
Project Profile-14
12. Location Map
MMC at Moratuwa is also the candidate for mode transfer with Railway, BRT, feeder bus services.
Project Profile-15
Project
ID Code
Securing Space for Future Development of BRT / ☐ Railway and New Transit
RD-RN2
Development of Middle Ring Road for BRT Corridor ☐ Bus Transport
Urban Transport Policy: ☑ Road
Middle Ring Roads, which will serve future ☐ Short-term Period ☐ Institution/Funding
BRT system through between Wattala,
Kelaniya, Battaramulla, Maharagama and ☑ Medium-term Total 5 years
Rathamalana ☐ Long-term

- To secure space for the future development of BRT - For BRT users: savings in travel time costs and
- To encourage activities among sub-centres - Alleviation of traffic congestion
- To provide alternative routes for distributing traffic - Increase of economic activities among sub-centre
volume
- Widening of existing road for securing the space for a - BRT system on middle ring road
dedicated lane for BRT
- Total length: 30.2km, Number of lanes: six
- Improvement of intersections
Large land acquisition (370,000 m2) and resettlement are - Road Development Authority
required.

☑ Public Sector - Road Development Authority (for Road Maintenance)
- To be determined for BRT operation
Initial Investment Cost: US$ 267.5 Million Traffic volumes of existing arterial roads are almost at
Recurrent O & M: US$ 5.3 M/year capacity at several points during the peak hours, the shortage
of alternative routes for through traffic in CMC area is an
emergency issue, an arterial ring road with the space for
installation of BRT in the future as an alternative route is
required.
Sub-centre development encourages the economic activities
and reduces certain level of traffic volume to enter CMC.

- Air pollution: B
B: Moderate Impact
Approx. 370,000 m2 of land - Noise and vibration: B C: Serious Impact
acquisition is estimated. - Flooding: B
- Resettlement : - Biodiversity: B
B or C, further detailed investigation - Flora and Fauna: B
is required.
Project Profile-16
12. Location Map
Project Section:
Middle Ring Road
Project Profile-17
Project
ID Code
Provision of Alternative Road for Introducing BRT / ☐ Railway and New Transit
RD-RN3
Baseline Road Extension ☐ Bus Transport
Baseline Road (proposed extended ☐ Short-term Period ☐ Institution/Funding
section), which will serve future BRT
system through between Pamankada ☑ Medium-term Total 5 years
junction and Rathmalana ☐ Long-term

- To secure space for the future development of BRT - For BRT users: savings in travel time costs and
- To encourage activities among sub-centres - Alleviation of traffic congestion
- To provide alternative routes for distributing - Increase of economic activities among sub-centre
traffic volume
- Extension of Baseline Road from B84 to A2 road - BRT system
- Total length: 6.2km, Number of lanes: six
Project) - Road Development Authority
Large land acquisition (116,000 m2) and
resettlement are required.
Initial Investment Cost: US$ 67.9 Million Traffic volumes of existing arterial roads are almost at capacity at
Recurrent O & M: US$ 1.3 M/year several points during the peak hours, the shortage of alternative
routes for through traffic among Horana road, Galle road and
northern areas of CMC is an emergency issue, the extension of
Baseline Road is required as an alternative route.
- Land Acquisition: Approx. 116,000 m2 of land
acquisition is estimated.
- Resettlement : B or C, further detailed
investigation is required.
- Air pollution: B
- Flooding: B
- Biodiversity: B Project Section:
[Legend]: Baseline Extension
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-18
Project
ID Code
Provision of Alternative Road for introducing BRT / ☐ Railway and New Transit
RD-RN4
Extension of Marine Drive ☐ Bus Transport
Proposed extended section of Marine ☐ Short-term Period ☐ Institution/Funding
Drive Road between Dehiwala to
Rathmalana ☑ Medium-term Total 5 years
☐ Long-term

- To secure the road traffic capacity at Galle corridor section - For BRT users on Galle corridor: savings in travel time
for the instalment of a future BRT system on Galle corridor costs and
- To provide alternative routes for distributing traffic volume - Alleviation of traffic congestion
- Extension of Marine Drive Road from Dehiwala Railway - BRT system on Galle Corridor
Station to Rathmalana East
- Total length: 5.3km, Number of lanes: two
- Elevated structure on the railway ROW
Land acquisition (64,000 m2) and limited resettlement are - Road Development Authority
required due to utilization of the space above railway line.

Initial Investment Cost: US$ 210.9 Million Traffic volumes of existing arterial roads are almost at their
Recurrent O & M: US$ 4.2 M/year capacities, the shortage of alternative routes for through
traffic between the southern area of CMC and the Port area
is an emergency issue, the extension of Marine Drive is
required as an alternative route.
- Resettlement : B or C, further detailed
- Air pollution: B
- Flooding: B Project Section:
- Biodiversity: B
Marin Drive Road
Extension for
[Legend]: securing BRT
A: No Impact system on Galle
B: Moderate Impact Road
C: Serious Impact
Project Profile-19
Project
ID Code
Enhancement of Traffic Distribution Function of Road Network / ☐ Railway and New Transit
RD-RN5
Development of Western Ring Road ☐ Bus Transport
☐ Promotion of Public Transport ☑ Alleviation of Traffic Congestion ☐ Traffic Management
Piliyagoda – Rajagiriya - Dehiwala ☑ Short-term Period ☐ Institution/Funding
☐ Long-term

- To distribute traffic volume for mitigation of the existing - Savings in Travel Time Costs
traffic congestion in CMC and improve the accessibility - Alleviation of Traffic Congestion
between the suburbs around CMC.
- Widening of existing road - TOD developments
- Total length: 22.8km, Number of lanes: 4 or 2
- Construction of connecting roads
required.

☑ Public Sector
Recurrent O & M: US$ 2.8 M/year capacity at several points during the peak hours, the
shortage of alternative routes around the CMC boundary for
through traffic in CMC area is an emergency issue, an arterial
ring road as an alternative route is required.
- Resettlement: B or C, further detailed
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-20
Project
ID Code
Enhancement of Traffic Distribution Function of Road Network / ☐ Railway and New Transit
RD-RN6
Development of Eastern Ring Road ☐ Bus Transport
Hendala - Hunupitiya – Warakanatta - ☐ Short-term Period ☐ Institution/Funding
Sapugaskanda – Bollegala – Malabe –
Pannipitiya – Piliyandala - Moratuwa ☑ Medium-term Total 5 years
☐ Long-term

- To distribute traffic volume for the mitigation of the existing - Savings in Travel Time Costs
traffic congestion in CMC and improve the accessibility between - Alleviation of Traffic Congestion
the suburbs around OCH.
- Widening of existing road - TOD developments
- Total length: 50.6km, Number of lanes: 4 or 2
- Construction of connecting roads between major arterial roads
and the suburbs around OCH
required.

☑ Public Sector
Recurrent O & M: US$ 8.4 M/year capacity at several points during the peak hours, the
shortage of alternative routes in a north-south direction
for through traffic between the CMC boundary and the
OCH is an emergency issue, an arterial ring road as an
alternative route is required.
- Land Acquisition: Approx. 254,000 m2 of land acquisition is
estimated.
- Resettlement: B or C, further detailed investigation is required.
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-21
Project
ID Code
Construction of New Urban Expressway / ☐ Railway and New Transit
RD-EX1
Connection Between the SEW and the CKE ☐ Bus Transport
Orugodawatta – Borella – Nugegoda – ☐ Short-term Period ☐ Institution/Funding
Boralesgamuwa - Kathathuduwa
☐ Long-term

- To form an urban expressway network connected with - Savings in Travel Time Costs
south side (Southern Expressway) and CMC central area - Alleviation of Traffic Congestion due to long distance trips
with a high capacity expressway network.
- Connection between the SEW and the CKE as an urban - Southern Expressway
expressway (Elevated, dedicated road) - New Kelani bridge – Kelanitissa JCT
- Total length: 25.5km, Number of lanes: 4 - Port Access Road
- 4 interchanges with on/off ramp
required, even the alignment is planned on paddy field.

☑ Public Sector - To be discussed, Private operator is possible

Initial Investment Cost: US$ 1,051.9 Million - In order to improve the low accessibility between the
Recurrent O & M: US$ M/year northern and southern areas of CMC and expressways,
additional lines are required as urban expressways to use
the existing expressways effectively.
- Land Acquisition: Approx. 391,000 m2 of land acquisition is
estimated.
- Resettlement: B or C, further detailed investigation is
required.
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-22
Project ID
Code
RD-EX3
Connection Between New Urban Expressway (RD-EX1) and Port Area ☐ Bus Transport
Colombo Port – Port Access Road ☑ Short-term Period ☐ Institution/Funding
☐ Long-term

- To form an urban expressway network with a - Savings in Travel Time Costs
connection from the Colombo Port area to CKE and - Alleviation of Traffic Congestion
other expressways via RD-EX1.
- Reducing number of heavy trucks and container trailers on an
- To provide heavy truck and container trailer dedicated urban area
route on an elevated road.
- Direct connection for inter-city bus
- Connection between port area and the new urban - MmTH direct access ramp
expressway (RD-EX1) - RD-EX1 (Orugodawatta – Kathathuduwa
- Total length: 5.0km, Number of lanes: 4 - New Kelani bridge – Kelanitissa JCT
- 1 interchange and 1 junction are planned
Land acquisition and resettlement can be minimised if the - Road Development Authority
alignment is passed within the premises of port


Initial Investment Cost: US$ 139.0 Million Installation of custom clearance area within port side.
Recurrent O & M: US$ M/year

- Land Acquisition: minimum by using the area of
port premises.
- Resettlement: B, further investigation is required
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-23
Project ID
Code
RD-EX4
Connection Between New Urban Expressway (RD-EX3) and New Fort Station ☐ Bus Transport
Port Access Expressway – ☑ Short-term Period ☐ Institution/Funding
MmTH (Multi-modal Transport Hub)
☐ Long-term

- To prepare an inter-city bus route from a Multi-modal - Savings in Travel Time Costs (Inter-city bus)
Transport Hub (MmTH) at Fort station connected to a port - Alleviation of Traffic Congestion due to inter-city bus
access elevated road and further expressway network
- Direct ramp connection between port area and the new urban - Multi-modal Transport Hub (MmTH), especially
expressway (RD-EX3) inter-city bus departure/arrivals
- Total length: 0.8km, Number of lanes: 2 for only limited use
- 1 interchange is planned
Enforcement of restriction for entering the access ramp only for - Road Development Authority
inter-city bus


Initial Investment Cost: US$ 22.2 Million

- Land Acquisition: Further investigation is required
- Resettlement: Further investigation is required.
- Air pollution: B
- Flooding: B
- Biodiversity: B
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-24
Project ID
Code
RD-FO Fly-over Installation
☐ Bus Transport
Total 25 points ☑ Short-term Period ☐ Institution/Funding
Detailed locations are shown in the
☑ Medium-term 2 years/point
location map
☐ Long-term

- To increase traffic capacity at intersections with free flow - Alleviating traffic congestion at each intersection

- Installation of Fly-over ( 25 points ) - Development of Western Ring Road
- Number of lanes: 4 lanes for both directions - Development of Middle Ring Road for BRT Corridor
- Development of Eastern Ring Road
- Baseline Road Extension
Project) - Road Development Authority
The construction period should be determined by monitoring
future traffic demand and the progress of road development
plans. Coordination with public transport service is also
essential.

☑ Public Sector - n.a.

Initial Investment Cost: US$ 57,900 Million Installations of fly-over shall be carried out at the same time
Recurrent O & M: US$ 1,150 M/year that other development plans mentioned above are
constructed in the suburban area.
Regarding in the CMC, they shall be determined and carried
out considering increasing traffic volumes.
- Air pollution: B
B: Moderate Impact
1,400 ~ 4,200 m2/point - Noise and vibration: B C: Serious Impact
- Resettlement: B or C, further - Flooding: B
investigation is required. - Biodiversity: B
- Other Social Impact: B - Flora and Fauna: B
Project Profile-25
12. Location Map
Project Profile-26
Project ID
Code
TM-S1~S3 Traffic Signal Control Improvement
☐ Bus Transport
☐ Promotion of Public Transport ☑ Alleviation of Traffic Congestion ☑ Traffic Management
☑ Promotion of Health ☐ Environment
Congestion points in Colombo Metropolitan ☑ Short-term Period ☐ Institution/Funding
Area
☑ Medium-term
☑ Long-term

- To alleviate traffic congestion by optimised traffic signal - Reducing in traffic congestion by optimised signal control
control with an area-wide signal control system - Increase in traffic capacity of intersections by signalization
at No-signal / Roundabout
- Improvement of the environment (noise, air) by reduction
of traffic congestion
Phase1(S1):14.5 Million USD [Short-term] - Road improvement (Widening, New Construction)
- Development of the central control room.
- Improvement of traffic signal control along The Priority
Route (Improvement:28 locations, New:25 locations)
Phase2(S2) :27.4 Million USD [Middle-term]
- Improvement of traffic signal control along to The 2nd
Priority Route (Improvement:37 locations, New:93
locations)
Other(S3) :32.8 Million USD [Long-term]
- Installation of spot traffic signal control associated with
road improvement
- Short term Period:16 locations(3.3 Million USD),
Intermediate term Period:43 locations(8.8 Million USD),
Long term Period 101 locations(20.7 Million USD)
- Colombo Municipal Council

☑ Public Sector - Road Development Authority
Project Profile-27

- Land Acquisition: not major acquisition A: No Impact
- Air pollution: A
B: Moderate Impact
- Resettlement: A - Noise and vibration: A C: Serious Impact
- Other Social Impact: B or C, further - Flooding: B
investigation is required in case of - Biodiversity: A
roundabout with bore tree and religious
- Flora and Fauna: A
monuments.
12. Location Map

The red colour route shows the Priority Routes for improvement of signal control.
Project Profile-28
Project ID
Code
TM-TI1 Traffic Information System
☐ Bus Transport
Colombo Metropolitan Area ☐ Short-term Period ☐ Institution/Funding
☑ Medium-term
☑ Long-term

- To maximise the transportation network function by - Reducing in travel time by selecting the optimal route
real-time traffic information, road closure information and - Increase in drivers’ understanding where the congested
taffic regulation information. points are and where the accidents occur.
- To guide the driver to select an appropriate route
- To optimise traffic flow and distribute traffic to alternative
routes
Collecting Information - Current CCTV system
- Installation of CCTV cameras to detect the traffic situation, - Flyover projects
especially for sudden events (congestion, accidents) with - Monorail alignment at intersections
image processing program at approx. 200 location
- BRT alignment at intersections
Development of data analysis and equipment to accumulate
the data - Elevated expressways
- Development of system for detecting sudden events - Road improvements (Widening, Construction)
- Development of collection system on accumulated - Common transport card (IC card) system
accurate congestion information, road closure information
and Traffic regulation information.
Provision of information
- Development of dissemination system through
internet/SMS/information board on road for reporting
traffic congestion information and guiding the alternative
route
The current CCTV’s optical cable spread by Traffic Police - Road Development Authority
would be utilised for this system. - Colombo Municipal Council

☑ Public Sector - Road Development Authority
Project Profile-29

- Land Acquisition: Not major required A: No Impact
- Air pollution: A
B: Moderate Impact
- Resettlement :B - Noise and vibration: A C: Serious Impact
- Other Social Impact: B - Flooding: A
- Biodiversity: A
12. Project Conceptual Diagram
Traffic Information System
Project Profile-30
Project ID
Code
TM-BL1,BL2 Bus Priority System + Bus Location System for BRT
☐ Bus Transport
☑ Promotion of Public Transport ☑ Alleviation of Traffic Congestion ☑ Traffic Management
Development in accordance with the ☑ Short-term Period ☐ Institution/Funding
development of BRT ( BRT; Phase1,
Phase2) ☑ Medium-term
☐ Long-term

[Bus Priority System] - Realisation of BRT system by ensuring travel speed and
- To improve the bus service level for users by ensuring reliability
punctual bus operation and operational speeds - Reduction of traffic congestion
[BRT Bus Location System] - Improvement of the environment (noise, air) and time loss
- To ensure an appropriate traffic control for BRT by promotion of change to public transport
- To disseminate accurate information for BRT services such

as bus arrival time, delayed schedule
- To promote a modal shift to public transport service
Collecting Information - BRT system and operation
- Installation of RFID tag on each BRT bus (Phase1:121 - Traffic Information system
buses, Phase2: 78 buses) -
- Installation of RFID receiving equipment at the Bus stops
and the major intersections (Phase1: about 90 locations,
Phase2: about 70 locations)
the data
- Development of system to adjust the phasing time of the
signals
・ This system is to analyse "extend/ shorten" the signal
time in the direction of travel of the BRT for priority
passage, and to control the signals by communicating
information to each signal controller
- Development of system for the collection of the travelling
status information (Location, Pathway, Travel speed)
- Development of a system for providing traffic information
on the web/SMS
- User: WEB (PC, Mobile), Bus stop: information board, Bus
user :information board, Operation Manager: WEB (PC,
Mobile)
- Ministry of Transport
- Western Province Road Passenger Transport Authority
- Traffic police
Project Profile-31

☑ Public Sector - To be discussed.

Initial Investment Cost: US$ 5.0 Million Traffic congestion on the minor roads along BRT route should
Recurrent O & M: US$ M/year be carefully discussed.
11. Environmental 12. Location Map

Impact
- Land Acquisition: Not
major required
- Resettlement :B
- Air pollution: A
- Noise and vibration: A
- Flooding: A
- Biodiversity: A
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-32
Project ID
Code
TM-BL3 Bus Location System for Public/Private Buses
☐ Bus Transport
☑ Promotion of Public Transport ☑ Alleviation of Traffic Congestion ☑ Traffic Management
Colombo Metropolitan Area ☐ Short-term Period ☐ Institution/Funding
☑ Medium-term
☐ Long-term

[Operation Manager] - Improvement of convenience to the users of Public buses
- To understand the current situation of each bus by Development of optimised bus routes
operational status (GPS positioning system, Pathway, and - Reduction of traffic congestion
Travel speed with driving record system) - Improvement of the environment (noise, air) and time loss
- To analysis appropriate bus routes and instruct its route by promotion of change to public transport
by an operation manager
[Bus User]
- To improve the level of bus services such as dissemination
of bus arrival time and ensure punctual bus operation
- To promote bus transport services from private mode
Collecting Information - BRT Installation
- Installation of equipment for transmitting location - Traffic information system
information on each bus (about 1,000 buses) - Common transport card (IC card) system
the data
- Development of a system for the collection of the
travelling status information (Location, Pathway, Travel
speed)
- Development of a system for providing traffic information
on the web
- User: WEB (PC, Mobile), Operation Manager : WEB (PC,
Mobile)
- Ministry of Transport
- CMC
- Traffic police

☑ Public Sector - To be discussed

Initial Investment Cost: US$ 1.0 Million Institutional arrangement should be carefully designed.
Project Profile-33
11. Environmental 12. Project Conceptual Diagram

Impact
- Land Acquisition: A
- Resettlement: A
- Air pollution: A
- Flooding: A
- Biodiversity: A
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-34
Project ID
Code
TM-P1 Parking Information System
☐ Bus Transport
Public parking and P&R station, ☐ Short-term Period ☐ Institution/Funding
possibility to link to private car parking
☐ Medium-term
Long-term
- To prevent cars from prowling for looking for parking area - Reduction of traffic congestion in the around parking areas
by providing parking location information and full/empty by reduction of traffic prowling
status of each parking facility
Collecting Information/ Data Clearing House -
- Development of a system for collection of parking
Full/Empty information system for transmission of
information from each parking administrator (The use of
PC, and Mobile), and of processing guidance information
based on the collected data
- Development of system for providing information via road
side display board and internet/SMS
Project) - To be discussed among Ministry of Transport, CMC, RDA
and traffic police


☑ Private Sector Initiative
Initial Investment Cost: US$ 25.0 Million Institutional arrangement should be carefully designed
11. Environmental Impact 12. Project Conceptual Diagram

- Land Acquisition: Not Required
- Resettlement :A
- Air pollution: A
- Flooding: A
- Biodiversity: A
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-35
Project ID
Code
TM-ERP ERP (Electric Road Pricing) System
☐ Bus Transport
CMC Boundary ☐ Short-term Period ☐ Institution/Funding
☑ Medium-term
☐ Long-term

- To reduce vehicles entering the city of Colombo - Modal shift for current private mode user to public
- To promote a modal shift from private car use to public transport
transport by charging a fee for entering CMC - Improvement of the environment (noise, air) and
reduction of travel time by alleviation of traffic congestion
Collecting Information - Monorail
- Construction of non-stop toll gates at main routes through - Railway
the CMC Boundary (15 locations: see location map). - BRT
- Development of recognition system with passed vehicle at - P&R facilities
toll gate
- Multi-modal Centres (MMCs)
- Development of violated vehicle tracking system
- Bus services
Charging system
- Installation of fee payment machines
- Installation of fee payment instruments in Colombo city
(about 100 locations)
Acceptance of ERP system within a civil society - Road Development Authority
Legalisation of traffic regulation and penalty system - Colombo Municipal Council
- Traffic police


Initial Investment Cost: US$ 19.0 Million It should be discussed whether the revenue from ERP system
Recurrent O & M: US$ M/year could be earmarked for the budget of the public transport
system.
Project Profile-36

- Resettlement :B
- Air pollution: B
- Flooding: A
- Biodiversity: A
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-37
Project
ID Code
RS-1 Education for Road Safety / Tight Control of Driver’s Licence
☐ Bus Transport
☐ Promotion of Public Transport ☐ Alleviation of Traffic Congestion ☐ Traffic Management
☐ Reduction of Pollution ☑ Reduction of Traffic Accident ☑ Traffic Safety
☑ Short-term Period ☐ Institution/Funding
Colombo Metropotitan Area
☐ Long-term

- To improve drivers’ skill and manner - Reduction of fatalities in traffic accident
- To improve traffic manner of pedestrians

- Road Safety education in school
- Awareness programs for public transport drivers (Bus,
Three wheeler)
- Awareness programs for young riders and old
pedestrians
- Improve education before issuing driver's license
- Tightening driver's license examination
- Tight controls on drivers without a license
-
- Ministry of Transport, Department of Motor Traffic and
National Council for Road Safety
- Traffic Police
☑ Public Sector

Initial Investment Cost: US$ Million Fatalities of young riders and older pedestrians in traffic
Recurrent O & M: US$ M/year accidents are comparatively high in the Western Province.
Young drivers and riders are primary responsible offender of
fatal accidents.
- Land Acquisition: Not necessary A: No Impact
- Air pollution: A
B: Moderate Impact
- Resettlement: A - Noise and vibration: A C: Serious Impact
- Other Social Impact: A - Flooding: A
- Biodiversity: A
12. Location Map

n.a.
Project Profile-38
Project
ID Code
RS-2 Installation or Improvement of Pedestrian Crossing and Sidewalk
☐ Bus Transport
Location where the frequent traffic ☑ Short-term Period ☐ Institution/Funding
accident with pedestrian happens.
(CMC, Negombo Road, etc.)
☐ Long-term

- To decrease pedestrian accidents on roadside - Reduction of pedestrian fatalities
- To decrease pedestrian accidents when they are
crossing a road
- Improvement of sidewalks - Development/improvement of roads
- Installation of guardrails
- Installation of pedestrian crossings
- Installation of traffic light at intersection and
pedestrian crossing
- Installation of road traffic signs and warning board of a
pedestrian crossing
- Traffic Police
- CMC
☑ Public Sector

Initial Investment Cost: US$ Million 43% of fatalities in traffic accidents involved pedestrians in the
Recurrent O & M: US$ M/year Western Province in 2012.

1) Social Environment 2) Natural Environment
- Land Acquisition: Not major required - Air pollution: A [Legend]:
- Resettlement :B A: No Impact
B: Moderate Impact
- Other Social Impact: B - Flooding: A C: Serious Impact
- Biodiversity: A
12. Location Map
n.a.
Project Profile-39
Project
ID Code
RS-3 Enforcement of Safety Measures on 7 Corridors to Reduce Traffic Accidents
☐ Bus Transport
Location where the frequent traffic ☑ Short-term Period ☐ Institution/Funding
accident happens.
(e.g. 7 Corridors)
☐ Long-term

- To decrease head on accidents - Reduction of fatalities in vehicle traffic accidents
- To decrease accidents during overtaking
- To decrease accidents during night time
- Installation of Centre Median - Development/improvement of roads
- Installation of Ramble Strip
- Introducing Fast lane
- Introducing No-passing zone
- Increase and improve roadside lights
- Traffic Police
☑ Public Sector

Initial Investment Cost: US$ Million Except pedestrian related accidents, the major types of fatal
Recurrent O & M: US$ M/year accidents are “head on crash” and “in conjunction with
overtaking” in the Western Province.

- Land Acquisition: Not major required n.a.
- Resettlement :B
- Air pollution: A
- Flooding: A
- Biodiversity: A
[Legend]:
A: No Impact
B: Moderate Impact
C: Serious Impact
Project Profile-40
Project ID Project Name Transport Sub Sector

Code Air Emission Standard for Vehicles Railway and New Transit
EN-01
Bus Transport
Urban Transport Policy:
Promotion of Public Transport Alleviation of Traffic Congestion Road
× Reduction of Pollution/ Reduction of Traffic Accident Traffic Management

Promotion of Health
Traffic Safety
Project Location Project Priority Implementation
n.a. ☑ Short-term Period × Environment
☐ Medium-term 3 years Urban Planning
☐ Long-term
× Institution/Funding
- To establish and enhance of emission standard for - Contributing to improvement of air quality in Colombo
vehicles.
area
- To reduce air emission generated from transport
sector.
- Review of existing emission standards Vehicles inspection and maintenance programmes (EN-02)
- Establishing and enhancement of emission
standards for newly manufactured vehicles and for
vehicles newly imported to the country.
Project) Air Resource Management Centre (AirMAC)
None
Public Sector n.a.

Management cost None
Positive n.a.

Code Vehicles Inspection and Maintenance Programmes Railway and New Transit
EN-02
Bus Transport

Promotion of Health
Traffic Safety
n.a. x Short-term Period × Environment
Medium-term 3 years Urban Planning
Long-term
× Institution/Funding
- To improve a vehicle inspection and maintenance - Air emissions from vehicles shall be within the vehicle
programme for the checking of air emissions.
emission standards resulting in improvement of air
quality.
- Capacity building for VET centre technicians Air emission standard for vehicles (EN-01)
- Improvement of inspection and maintenance
facilities
- Audit the performance of inspectors
- Increase the awareness of the public
Project) - Department of Motor Traffic
None - Air Resource Management Centre (AirMAC)
Public Private Partnership Private Sector Participation
Project Profile-41

Management cost None
Positive n.a.

Code Low Sulphur Diesel Programmes Railway and New Transit
EN-03
Bus Transport

Promotion of Health
Traffic Safety
n.a. Short-term Period × Environment
x Medium-term 5 - 10 years Urban Planning
Long-term
Institution/Funding
- To improve a fuel quality, by reducing a sulphur - Improvement of air quality
content in diesel.

Establishment of a mechanism to collaborate with the Air emission standard for vehicles (EN-01)
refinery sector to supply low sulpher diesel fuel
Project) Ministry of Environment/Ministry of Petroleum Resource
None
Public Private Partnership n.a.

Project cost will include an upgrade of a refinery. The None
cost shall be further refined.
Positive n.a.

Code Promotion of Natural Gas Vehicles Railway and New Transit
EN-04
Bus Transport

Promotion of Health
Traffic Safety
x Medium-term 5 - 10 years Urban Planning
Long-term
Institution/Funding
- To promote Natural Gas Vehicles in order to reduce - Improvement of air quality
air pollutants

Establish a strategy for a promotion of Natural Gas n.a.
Vehicles including
- Conversion of engine configuration for Natural Gas
Project Profile-42
- Promotion of sufficient refueling stations

Project) Ministry of Environment
None
Public Sector n.a.
Private Sector Initiative

Project cost will include the installation of refueling None
stations. The cost shall be further refined.
Positive n.a.

Code Promotion of Hybrid Cars and Electric Vehicles Railway and New Transit
EN-05
Bus Transport

Promotion of Health
Traffic Safety
n.a. x Short-term Period × Environment
Medium-term 1-3 years Urban Planning
Long-term
Institution/Funding
- To promote Hybrid Cars and Electric vehicles in - Improvement of air quality
order to reduce air pollutants
- Efficient use of natural resource

Establish a strategy for the promotion of Hybrid Cars n.a.
and Electric vehicles including
- Detail study for economic benefit
- Enhance tax incentive

Project) Ministry of Environment
None
Public Sector n.a.
Private Sector Initiative

Project cost will include installation of battery None
charging stations. The cost shall be further refined.
Positive n.a.
Project Profile-43

Code Promotion of Walking and Bicycles Railway and New Transit
EN-06
Bus Transport
× Reduction of Pollution/ Reduction of Traffic Accident × Traffic Management

Promotion of Health
Traffic Safety
x Medium-term 5 years Urban Planning
Long-term
Institution/Funding
- To promote Walking and Bicycle for energy saving - Promoting non-motorised modes of transport (sustainable
in transport and for promoting health
transport)
- Contribution to reduction of net traffic
- Improving public health
Development of a pedestrian path network as well as n.a.
a pedestrian/bicycle road network, connecting key
features including parks, wetland, coastal line and a
river.

Project) CMC and relevant municipalities
None
Public Sector n.a.

Minor to medium cost for the establishment of None
pedestrian and/or bicycle paths.
Positive n.a.
Project Profile-44

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DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA

URBAN TRANSPORT SYSTEM

URBAN TRANSPORT MASTER PLAN

JAPAN INTERNATIONAL COOPERATION AGENCY

URBAN TRANSPORT SYSTEM

URBAN TRANSPORT MASTER PLAN

JAPAN INTERNATIONAL COOPERATION AGENCY

(Exchange rate of May 2014)

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

CHAPTER 2 Socio-economic Conditions and Urban Structure .......................................... 5

CHAPTER 3 Present Urban Transport Problems and Planning Issues............................ 13

CHAPTER 4 Perspective of Colombo Metropolitan Area .................................................. 25

CHAPTER 5 CoMTrans Urban Transport Master Plan .................................................... 32

CHAPTER 6 Implementation Plan and Institutional Arrangement ............................ 63

CHAPTER 7 Conclusions and Recommendations for Materialisation

CoMTrans Proposed Project Profile

Due to the increase in traffic demand, the speed of

As the largest metropolitan area in Sri Lanka, the

2. Urban Transport Problems in CMA

2.1 Traffic Congestion

(2) Traffic Congestion in Morning and Evening Peak Hour

Source: CoMTrans Study Team Source: CoMTrans Study Team

Figure 2.1 Concentration of Trip Figure 2.2 Travel Speed in CMC

(1) Problems of the Railways

• Insufficient Linkage of the Network

(3) Problems in Bus Transport and Other Road-Based Public Transport

• Low Bus Operation Speed due to Traffic Congestion on Roads

(4) Problems on Road Network

• Insufficient Road Network

(5) Problems on Traffic Control and Traffic Management

• Traffic Congestion at Intersections

(1) Urban Development in the City Centre and Suburbanisation

(2) Increase in Real Household Income

As high economic growth is expected in the

(4) Projected Transport Demand

In 2035 the total person trip production in

3.2 Planning Issues for Urban Transport

It is anticipated that traffic congestion will Source: CoMTrans Estimate

(2) Anticipated Shift to Private Modes of Transport

(3) Necessity to Develop Extensive Congestion-Free Public Transport Network

(4) Transport Facilities for the Physically Handicapped

(5) Transport System to Promote Health

4. Objectives for Urban Transport System Development

(2) Efficiency in Transport Systems to Support Economic Activities

(3) Environmental Improvement and Health Promotion related to Transport

(4) Traffic Safety and Security in Transport

5. Urban Transport Policy

6. Urban Transport System Development Scenarios

1) Base Case Scenario

1) Efficiency: Economic Internal Rate of Return(EIRR) and NPV(Net Present Value)

Table 6.1 Evaluation of Urban Transport System Development Scenarios

7. Strategies for Urban Transport System Development

7.1 Strategies for Integration with Urban Planning

(1) Centre Development for Mass Transit Systems

(2) Development of Public Transport Systems to be Synchronised with Urban Development

(3) Transit Oriented Development (TOD)

7.2 Strategies for Transport Planning

(1) Development of Extensive Public Transport Networks

7.3 Strategies in Project Implementation