preparatory survey for new integrated urban public ... · project for colombo metropolitan region...
TRANSCRIPT
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J R
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PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC
TRANSPORT SYSTEM INTRODUCTION PROJECT
FINAL REPORT
JANUARY 2015
JAPAN INTERNATIONAL COOPERATION AGENCY
ORIENTAL CONSULTANTS GLOBAL CO., LTD.
MINISTRY OF TRANSPORTTHE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC
TRANSPORT SYSTEM INTRODUCTION PROJECT
FINAL REPORT
JANUARY 2015
JAPAN INTERNATIONAL COOPERATION AGENCY
ORIENTAL CONSULTANTS GLOBAL CO., LTD.
MINISTRY OF TRANSPORTTHE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
US$1.00 = LKR 130.4550
US$1.00 = JPY101.79
(Exchange rate of May 2014)
Images of Monorail Rolling Stocks and Civil Structures
Images of Monorail Station
Images of Monorail Station Interior
General Route Alignment
Outline of the Project
1. Country: The Democratic Socialist Republic of Sri Lanka
2. Project Name: New Integrated Urban Public Transport System Introduction Project
3. Execution Agency: Ministry of Transport
4. Survey Objectives:
The transport demand has increased remarkably over the past few years, especially in Colombo
Metropolitan Area. Current traffic congestion becomes serious during morning and evening
peaks within and around the boundary of CMC and is expanding its area. In order to develop an
efficient urban transport network and promotion of a reliable and safe transport system, the urban
transport master plan has been formulated under the Urban Transport System Development
Project for Colombo Metropolitan Region and Suburbs (CoMTrans). The master plan prioritised
the monorail in Malabe Corridor. This survey, therefore, examine feasibility of the monorail
project from technical, economical, financial, institutional and environmental aspects.
5. Survey Contents:
On the proposed monorail Line 1 from Kotahena to IT Park at Malabe (21.4 km) and Line 2 from
National Hospital to Kollupitiya (2.1 km) with the Multi-Modal Centre at Malabe and Park and
Ride Facilities, the feasibility study shall cover the following components.
1) Conduct supplementary surveys
2) Prepare/select design standards for the project
3) Conduct preparatory design of the project
4) Conduct economic and financial analyses
5) Conduct EIA
6) Prepare an implementation strategy
7) Prepare an operation and maintenance strategy
6. Conclusions and Recommendations:
(1) Conclusions
・ The monorail system was designed as a technically and economically suitable and effective solution for the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area.
・ The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system.
・ The public corporation might face financial difficulty in case of normal bus fare. However, the public corporation has the possibility to cover the operation and maintenance costs even from the fare revenue of normal bus level in case the public corporation receives the additional revenue from the multi-modal transport hub at Fort/Pettah with Mall-1.
・ Environmental Impact Assessment (EIA) study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal.
・ Social study revealed that impact on agricultural land is relatively high due to land for a depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low.
(2) Recommendations
・ Formulation of Project Management Unit (PMU) is required to successfully implement the project smoothly and effectively.
・ Institutional arrangement for monorail operation/Management is essential.
・ EIA process should be completed for the implementation of the project.
・ In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project.
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PREPARATORY SURVEY
FOR
NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION
PROJECT
FINAL REPORT
TABLE OF CONTENTS
EXECUTIVE SUMMARY ......................................................................... Executive Summary-1
CHAPTER 1 Introduction ....................................................................................................... 1
1.1 Background.......................................................................................................... 1
1.2 Scope of the Feasibility Study ........................................................................... 11
1.3 Structure of Report ............................................................................................ 11
CHAPTER 2 Corridor and Mode Selection ......................................................................... 13
2.1 Selection of Corridor ......................................................................................... 13
2.1.1 Current and Future Perspective of Transport in Colombo Metropolitan Area .. 13
2.1.2 Proposal of CoMTrans Urban Transport Master Plan ....................................... 16
2.1.3 Why Malabe Corridor? ...................................................................................... 20
2.1.4 Route Options .................................................................................................... 20
2.1.5 Phasing of the Project ........................................................................................ 25
2.2 Selection of Mode .............................................................................................. 27
2.2.1 Introduction of Transit Modes ........................................................................... 27
2.2.2 Points to Be Considered for Mode Selection ..................................................... 41
2.2.3 Why Monorail for Malabe Corridor? ................................................................ 43
CHAPTER 3 Transport Demand Forecast........................................................................... 49
3.1 Assumptions and Method of Demand Forecast ................................................. 49
3.1.1 Overall Methodology ......................................................................................... 49
3.1.2 Origin-Destination Table Estimation ................................................................. 51
3.1.3 Transport Network ............................................................................................. 61
3.2 Results of Demand Forecast .............................................................................. 67
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CHAPTER 4 Route Alignment and Station Locations ........................................................ 73
4.1 Criteria for Route Planning ............................................................................... 73
4.2 Alternatives Analysis on Route Alignment and Station Locations ................... 74
4.2.1 World Trade Centre (WTC) Area ...................................................................... 75
4.2.2 Sections between National Hospital and Borella............................................... 80
4.2.3 Sections between Borella and Welikada ........................................................... 85
4.2.4 Sections between Sethshiripaya and Malabe ..................................................... 90
4.2.5 North Section between Armour Street and Kelaniya ........................................ 96
4.2.6 Route Alignment of Line 2 .............................................................................. 105
4.2.7 Location of Kollupitiya Station ....................................................................... 115
CHAPTER 5 Monorail System and Structures .................................................................. 119
5.1 Outline of Monorail System ............................................................................ 119
5.1.1 Outline of Monorail System ............................................................................ 119
5.1.2 Rolling Stock ................................................................................................... 121
5.2 Train Operation Plan and Depot Plan .............................................................. 125
5.2.1 Train Operation Plan ....................................................................................... 125
5.2.2 Depot Facilities ................................................................................................ 136
5.3 Plan and Design for Structures and Facilities .................................................. 141
5.3.1 General Criteria ............................................................................................... 141
5.3.2 Design Standards and Specifications ............................................................... 142
5.3.3 Structures and Facilities .................................................................................. 150
5.3.4 Location of Station .......................................................................................... 172
5.3.5 Construction Methods ..................................................................................... 173
5.4 Signalling, Communication and Fare Collection Systems .............................. 189
5.4.1 Signalling System and Train Operation Management System ........................ 189
5.4.2 Communication system ................................................................................... 191
5.4.3 Fare Collection System .................................................................................... 195
5.5 Power Supply System ...................................................................................... 198
CHAPTER 6 Project Cost Estimation ................................................................................ 205
6.1 General Assumption ........................................................................................ 205
6.2 Construction Cost ............................................................................................ 206
6.3 Goods and Services Procured from Japan ....................................................... 216
CHAPTER 7 Project Implementation Schedule ................................................................ 217
7.1 Planning of Project Implementation Schedule ................................................ 217
7.1.1 Procurement Method ....................................................................................... 218
7.1.2 Construction Package ...................................................................................... 219
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7.1.3 Implementation Schedule ................................................................................ 220
CHAPTER 8 Institutional Arrangements and Operation & Maintenance Scheme ....... 223
8.1 Transport Administration ................................................................................ 223
8.2 Implementation Schemes for a New Transit System (Monorail) .................... 225
8.2.1 Organizational Structure for the Railway Sector ............................................. 225
8.2.2 Operation Scheme ........................................................................................... 233
8.2.3 Maintenance Schemes ..................................................................................... 235
8.2.4 Evaluation of O&M Schemes .......................................................................... 238
8.2.5 Proposed O&M Scheme .................................................................................. 242
8.3 Structure of Operation and Maintenance ......................................................... 246
8.4 Operation and Maintenance (O&M) Cost for SKYTRAIN ............................ 249
8.4.1 Labour ............................................................................................................. 249
8.4.2 Spare Parts (materials) ..................................................................................... 250
8.4.3 Power Consumption ........................................................................................ 251
8.4.4 Summary.......................................................................................................... 251
CHAPTER 9 MMC and P&R Development ...................................................................... 253
9.1 Introduction ..................................................................................................... 253
9.2 Development Concept for MMC and P&R ..................................................... 254
9.2.1 Role and Functions of All the Stations ............................................................ 254
9.2.2 Concept of MMC ............................................................................................. 257
9.2.3 Concept of P&R .............................................................................................. 258
9.3 Layout Plans of MMC Malabe ........................................................................ 260
9.3.1 Functional Requirements of Malabe MMC ..................................................... 260
9.3.2 Characteristics of the Site ................................................................................ 260
9.3.3 Layout Plan of MMC Malabe .......................................................................... 261
9.4 Layout Plans of P&R ....................................................................................... 263
9.4.1 General Concepts of P&R Stations ................................................................. 263
9.4.2 P&R Welikada ................................................................................................. 263
9.4.3 P&R Sethsiripaya ............................................................................................ 265
9.4.4 P&R Lumbini Temple ..................................................................................... 267
9.5 Floor Volume and Cost Estimation (MMC+P&R) .......................................... 268
9.5.1 Floor Area and Cost Estimation of MMC Malabe .......................................... 268
9.5.2 Floor Area and Cost Estimation of P&Rs ....................................................... 270
CHAPTER 10 Economic Evaluation ..................................................................................... 273
10.1 Overview ......................................................................................................... 273
10.2 Comparison of Benefits and Costs .................................................................. 273
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10.2.1 “With Project” and “Without Project” Assumptions ....................................... 273
10.2.2 Economic Costs of the Project......................................................................... 273
10.2.3 Economic Benefits of the Project .................................................................... 273
10.3 Assumptions for the Economic Evaluation ..................................................... 274
10.3.1 General Assumptions for the Economic Evaluation ........................................ 274
10.3.2 Basic Calculation of Unit Value for Benefit Estimate ..................................... 275
10.4 Economic Evaluation ....................................................................................... 279
10.4.1 Estimation of Benefits ..................................................................................... 279
10.4.2 Cost Benefit Analysis ...................................................................................... 279
10.4.3 Sensitivity Analysis ......................................................................................... 280
10.5 Economic Evaluation with the Multi-Modal Transport Hub (MmTH) ........... 282
10.5.1 Method of Estimating MmTH Benefits ........................................................... 282
10.5.2 Cost Benefit Analysis ...................................................................................... 285
10.5.3 Sensitivity Analysis ......................................................................................... 286
CHAPTER 11 Financial Evaluation ..................................................................................... 289
11.1 General ............................................................................................................ 289
11.2 Assumptions for the Financial Evaluation ....................................................... 289
11.3 Financial Cost and Revenue ............................................................................ 290
11.3.1 Financial Cost .................................................................................................. 290
11.3.2 Revenue ........................................................................................................... 290
11.4 Financial Evaluation of the Project ................................................................. 290
11.5 Financial Evaluation with Loan Conditions .................................................... 291
11.5.1 JICA STEP Loan ............................................................................................. 291
11.5.2 Evaluation Indicator ........................................................................................ 291
11.5.3 Financial Evaluation in the Case of Government Operation ........................... 291
11.5.4 Financial Evaluation in the Case of Public Corporation Operation................. 293
11.5.5 The Case Study: Public Corporation Operation of Monorail with MmTH ..... 295
11.5.6 Summary of Evaluation ................................................................................... 298
CHAPTER 12 Environmental and Social Considerations .................................................. 299
12.1 Project Component .......................................................................................... 299
12.1.1 Project outline .................................................................................................. 299
12.1.2 Location and Study area .................................................................................. 300
12.2 Environmental and Social Baseline Conditions .............................................. 301
12.2.1 Overview of the project area ........................................................................... 301
12.2.2 Conservation area ............................................................................................ 304
12.2.3 Social Environment ......................................................................................... 305
12.3 Environmental Policies and Regulations in Sri Lanka .................................... 305
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12.3.1 National Environmental Act (NEA) No. 47 of 1980, and its amendment Act No. 56 of
1988 and Act No. 53 of 2000 ............................................................................................ 305
12.3.2 Fauna and Flora Protection (Amended) Act (No. 49 of 1993) ........................ 308
12.3.3 Flood protection Ordinance (chapter 449) ....................................................... 308
12.3.4 Colombo District (Low Lying Areas) Reclamation & Development Board Act No. 15 of
1968 308
12.4 Alternative analysis ......................................................................................... 308
12.4.1 No action alternative ........................................................................................ 308
12.4.2 Alternative Analysis in Monorail Route Selection .......................................... 309
12.5 Environmental Scoping Results....................................................................... 309
12.6 TOR Development for Relevant Environmental and Social Studies ............... 313
12.7 Impact Assessment .......................................................................................... 315
12.8 Environmental Management Plan ................................................................... 318
12.9 Monitoring Plan ............................................................................................... 324
12.10 Stakeholder Meeting ........................................................................................ 326
12.11 Land Acquisition and Resettlement ................................................................. 329
12.11.1 Potential Impacts ............................................................................................. 329
12.11.2 Legal Framework regarding Land Acquisition and Resettlement ................... 331
12.11.3 Scope of Land Acquisition and Resettlement Impact ...................................... 340
12.11.4 Eligibility, Compensation and Resettlement Package ..................................... 349
12.11.5 Grievance Redress Mechanism ....................................................................... 355
12.11.6 Institutional Arrangements .............................................................................. 356
12.11.7 Implementation Schedule ................................................................................ 358
12.11.8 Costs and Budget ............................................................................................. 358
12.11.9 Monitoring and Evaluation .............................................................................. 359
12.11.10 Community Participation ................................................................................. 360
CHAPTER 13 Findings and Recommendations .................................................................. 363
13.1 Findings ........................................................................................................... 363
13.2 Recommendations on the Project .................................................................... 364
13.2.1 Formulation of Project Management Unit (PMU)........................................... 364
13.2.2 Institutional Arrangement for Monorail Operation/Management ................... 364
13.2.3 Environmental Impact Assessment ................................................................. 364
13.2.4 Resettlement and Relocation Activities ........................................................... 364
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LIST OF FIGURES
Figure 1.1.1 Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian Cities .. 5
Figure 1.1.2 Public Transport Mode Share and Timing of Transit Investment............................ 5
Figure 1.1.3 Increase of Person Trips by Mode of Transport: 2013 - 2035 ................................. 6
Figure 1.1.4 Change of Modal Share for Car Oriented Scenario: 2013 -2035 ............................. 7
Figure 1.1.5 Entire Transport Network Plan in 2035 ................................................................... 8
Figure 1.1.6 Components of SKYTRAIN Project ..................................................................... 10
Figure 1.1.7 Images of Monorail System ................................................................................... 10
Figure 2.1.1 No. of Vehicles by Mode (Both Directions, 1,000 per Day) ................................. 13
Figure 2.1.2 Peak Hour Travel Speed of Major Transport Corridors ........................................ 14
Figure 2.1.3 Population Projections to 2035 .............................................................................. 14
Figure 2.1.4 Proportion of Projected Population by Income Level in Western province .......... 15
Figure 2.1.5 Short-Term Public Transport System Development Plan ...................................... 17
Figure 2.1.6 Intermediate-Term Public Transport Development Plan ....................................... 18
Figure 2.1.7 Long-Term Public Transport Development Plan ................................................... 19
Figure 2.1.8 Route Alternatives of Northern Colombo Section ................................................. 21
Figure 2.1.9 Access to Railway Stations and Population Density ............................................. 22
Figure 2.1.10 Proposed Route around City Centre .................................................................... 23
Figure 2.1.11 Route Analysis of Two Alternatives in the National Hospital and Borella Section24
Figure 2.1.12 Route Analysis of Two Alternatives in the Battaramulla Area ........................... 25
Figure 2.1.13 Daily Sectional Passenger Demand for Public Transport in 2035 ....................... 26
Figure 2.1.14 Proposed Route of SKYTRAIN Project .............................................................. 27
Figure 2.2.1 Image of Bus Priority Signalling System ............................................................... 28
Figure 2.2.2 Photos of Bus Priority Lanes ................................................................................. 28
Figure 2.2.3 Photos of Bus Rapid Transit (BRT) ....................................................................... 30
Figure 2.2.4 Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case) ..... 32
Figure 2.2.5 Compromise Cross-Sections with Dedicated Bus Lanes ....................................... 33
Figure 2.2.6 Current Road Width of Arterial Roads .................................................................. 34
Figure 2.2.7 Photos of Automated Guideway Transit (AGT) .................................................... 35
Figure 2.2.8 Photos of Monorail ................................................................................................ 36
Figure 2.2.9 Photos of Light Rail Transit (LRT) ....................................................................... 38
Figure 2.2.10 Photos of Mass Rail Transit (MRT) and Modernised Railway ........................... 40
Figure 2.2.11 Passenger Capacity and Scheduled Speed of Public Transport Modes ............... 42
Figure 2.2.12 Scheduled Speed and Passenger Capacity of Public Transport Modes ............... 44
Figure 2.2.13 Image of Slab and Beam Structure ...................................................................... 46
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Figure 3.1.1 Flow of Transport Demand Forecast ..................................................................... 50
Figure 3.1.2 Population Projections to 2035 .............................................................................. 51
Figure 3.1.3 Person Trip Demand by Region: 2013 – 2035 ....................................................... 52
Figure 3.1.4 Hourly Fluctuation of Trip Generation by Purpose at Trip Destination ................ 60
Figure 3.1.5 Assumed Hourly Fluctuation of Passenger Demand for Monorail ........................ 61
Figure 3.1.6 Railway Fare Setting in Sri Lanka Railways ......................................................... 63
Figure 3.1.7 Fares of Buses by Distance by Class in Sri Lanka ................................................. 63
Figure 3.1.8 Example of Traffic Volume – Capacity Scattered Graph (4-lane Suburban Roads)66
Figure 3.2.1 Daily Sectional Passengers of Public Transport in 2020 (Stage 1) ........................ 68
Figure 3.2.2 Daily Sectional Passengers of Public Transport in 2025 (Stage 1) ........................ 68
Figure 3.2.3 Daily Sectional Passengers of Public Transport in 2035 (Stage 1) ........................ 69
Figure 3.2.4 Peak Hour Passenger Volume per Direction in 2020 (Stage 1) ............................. 69
Figure 3.2.5 Peak Hour Passenger Volume per Direction in 2025 (Stage 1) ............................. 70
Figure 3.2.6 Peak Hour Passenger Volume per Direction in 2035 (Stage 1) ............................. 70
Figure 3.2.7 Peak Hour Passenger Loading by Station in 2020 (Stage 1) ................................. 71
Figure 3.2.8 Peak Hour Passenger Loading by Station in 2025 (Stage 1) ................................. 71
Figure 3.2.9 Peak Hour Passenger Loading by Station in 2035 (Stage 1) ................................. 72
Figure 4.2.1 General Route Alignment ...................................................................................... 74
Figure 4.2.2 WTC Route Options .............................................................................................. 76
Figure 4.2.3 Planned WTC Station Location of Option 1 .......................................................... 77
Figure 4.2.4 Planned WTC Station Location of Option 2 .......................................................... 77
Figure 4.2.5 WTC Station Location Option 1 ............................................................................ 79
Figure 4.2.6 WTC Station Location Option 2 ............................................................................ 79
Figure 4.2.7 Route Plan for Section between National Hospital St. and Borella St................... 81
Figure 4.2.8 National Hospital Station Location (Option 1) ...................................................... 82
Figure 4.2.9 National Hospital Station Location (Option 2) ...................................................... 82
Figure 4.2.10 Option 1 for National Hospital Station ~ Borella Station Section ....................... 84
Figure 4.2.11 Option 2 of National Hospital Station ~ Borella Station Section ........................ 84
Figure 4.2.12 Route Plans for Borella Station ~ Welikada Station Section ................................ 86
Figure 4.2.13 The Bo Tree near the Borella Station .................................................................. 87
Figure 4.2.14 Baseline Road Intersection .................................................................................. 87
Figure 4.2.15 Option 1 of Borella ~ Welikada Section .............................................................. 89
Figure 4.2.16 Option 2 for Borella ~ Welikada Section ............................................................. 89
Figure 4.2.17 Sethshiripaya Station ~ IT Park Station Section .................................................. 91
Figure 4.2.18 Option 2 Malabe Road ......................................................................................... 92
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Figure 4.2.19 Option 1 Alignment for Sethshiripaya ~ IT Park Section .................................... 94
Figure 4.2.20 Option 2 Alignment for Sethshiripaya ~ IT Park Section .................................... 95
Figure 4.2.21 North Section Alignment Map ............................................................................. 97
Figure 4.2.22 The Road near Mattakkuliya ................................................................................ 98
Figure 4.2.23 The Road near JFB (Japanese Friendship Bridge) ............................................... 98
Figure 4.2.24 Road Bridge near Kandy Road ............................................................................ 99
Figure 4.2.25 Kandy Road in front of Kelaniya Station ............................................................ 99
Figure 4.2.26 North Section (Option 1) ................................................................................... 101
Figure 4.2.27 North Section (Option 2) ................................................................................... 102
Figure 4.2.28 North Section (Option 3) ................................................................................... 103
Figure 4.2.29 North Section (Option 4) ................................................................................... 104
Figure 4.2.30 Line 2 Route Alternatives .................................................................................. 106
Figure 4.2.31 Line2 - Track arrangement at National Hospital Station ................................... 107
Figure 4.2.32 Transport Centre St. ~ Sebastian Canal St. Line1 Route ................................... 108
Figure 4.2.33 Sebastian Canal Station: Image of Two-layer Platform ..................................... 109
Figure 4.2.34 Sebastian Canal St ............................................................................................. 109
Figure 4.2.35 Transport Centre Station .................................................................................... 110
Figure 4.2.36 Line 2 - Option 1 ................................................................................................ 112
Figure 4.2.37 Line 2 -Option 2 ................................................................................................. 113
Figure 4.2.38 Line2 – Option 3 ................................................................................................ 114
Figure 4.2.39 Options for Kollupitiya Station .......................................................................... 115
Figure 4.2.40 Option 1 for Kollupitiya Station ........................................................................ 118
Figure 4.2.41 Option 2 for Kollupitiya Station ........................................................................ 118
Figure 5.1.1 Outline of Monorail ............................................................................................. 119
Figure 5.1.2 Image of Monorail ............................................................................................... 120
Figure 5.1.3 Image of Monorail Vehicle .................................................................................. 123
Figure 5.2.1 Track Layout of the Monorail .............................................................................. 125
Figure 5.2.2 Daily Sectional Loading ...................................................................................... 126
Figure 5.2.3 Operation Pattern ................................................................................................. 127
Figure 5.2.4 Demand and Transportation Capacity ................................................................. 128
Figure 5.2.5 Train Diagrams in Peak Hour .............................................................................. 129
Figure 5.2.6 Train Diagrams in Peak Hour .............................................................................. 130
Figure 5.2.7 Train Diagrams in Peak Hour .............................................................................. 130
Figure 5.2.8 Examples of Daily Train Diagrams ..................................................................... 132
Figure 5.2.9 Daily Train Schedule ........................................................................................... 133
Figure 5.2.10 Example of Monthly Maintenance Schedule ..................................................... 135
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Figure 5.2.11 Example of Heavy Maintenance Plan for Rolling Stock ................................... 136
Figure 5.2.12 Location of Depot .............................................................................................. 137
Figure 5.2.13 Depot Layout ..................................................................................................... 140
Figure 5.3.1 Axial Arrangement .............................................................................................. 143
Figure 5.3.2 Location of Centre of Gravity .............................................................................. 143
Figure 5.3.3 Construction and Monorail Car Gauge for Large Size ........................................ 149
Figure 5.3.4 Track Centre Spacing on the Straight Section for Large Size ............................. 149
Figure 5.3.5 Type of Superstructure ......................................................................................... 150
Figure 5.3.6 PC Track Girders with Mono-type Piers. ............................................................ 151
Figure 5.3.7 Monorail Bridge ................................................................................................... 151
Figure 5.3.8 Structural Details of PC - Girder ......................................................................... 152
Figure 5.3.9 Structural Dimensions of PC-Girder .................................................................... 152
Figure 5.3.10 Section for Foundations ..................................................................................... 153
Figure 5.3.11 General Sections of the Sub-structure ................................................................ 154
Figure 5.3.12 General Section for Portal-type Pier .................................................................. 154
Figure 5.3.13 Plan of Separate Platform (General Station with 1-ticketing Gate) ................... 156
Figure 5.3.14 Separate Platform Type (Tama Monorail Japan) ............................................... 157
Figure 5.3.15 Images of Separate Platform .............................................................................. 157
Figure 5.3.16 Plan of a Typical Intermediate Station (Concourse Level) ................................ 159
Figure 5.3.17 Station Facilities (Tama Monorail Japan) .......................................................... 160
Figure 5.3.18 Images of Station Facilities ................................................................................ 161
Figure 5.3.19 Station Structure Concept .................................................................................. 162
Figure 5.3.20 Section View for Typical Station with Single Central Piers .............................. 162
Figure 5.3.21 Station Building with Single Central Piers (Tama Monorail Japan).................. 163
Figure 5.3.22 A Sample of Station Building Roof ................................................................... 163
Figure 5.3.23 Station Roof ....................................................................................................... 164
Figure 5.3.24 Perspective Image of a Station of SKYTRAIN Monorail ................................. 165
Figure 5.3.25 Schematic Drawing of Track Alignment around the National Hospital Station 166
Figure 5.3.26 Plan View around the National Hospital ........................................................... 167
Figure 5.3.27 Section View around the National Hospital Station .......................................... 167
Figure 5.3.28 Proposed Pedestrian Decks between the National Hospital and Buildings ....... 168
Figure 5.3.29 Depot Location .................................................................................................. 169
Figure 5.3.30 Boring Log ......................................................................................................... 170
Figure 5.3.31 Foundation Structure of Depot........................................................................... 171
Figure 5.3.32 Typical Section of the Construction Work Space Arrangement ........................ 174
Figure 5.3.33 Pier Column Construction (Manila) ................................................................... 175
Figure 5.3.34 An Example of a Pre-cast Plant for PC Track Girders ...................................... 175
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Figure 5.3.35 Typical Construction Sequence for Manufacturing of the PC Track Girder ..... 176
Figure 5.3.36 Track Crane Girder Erection Method ................................................................ 177
Figure 5.3.37 Erection Girder Method ..................................................................................... 177
Figure 5.3.38 Typical Work Space Layout for Station Pier Construction ............................... 178
Figure 5.3.39 Station Cantilever Pier Construction (Sample) .................................................. 179
Figure 5.3.40 Station Concourse and Platform Construction (Sample) ................................... 179
Figure 5.3.41 Station Platforms and Roof Frame under Construction (Sample) ..................... 180
Figure 5.3.42 Station Roof Covering under Construction (Sample) ........................................ 180
Figure 5.3.43 Location of the Section from Lumbini Temple Station to Malabe Station ........ 181
Figure 5.3.44 Typical Section of Road Occupation during the Construction .......................... 182
Figure 5.3.45 Cable Installation Works ................................................................................... 183
Figure 5.3.46 Projected Construction Schedule of One Work Space ....................................... 184
Figure 5.3.47 Construction Schedule on the Section from Lumbini Temple to Malabe Station185
Figure 5.3.48 Planned Elevated Depot Platform ...................................................................... 186
Figure 5.3.49 Typical Construction Methods for the Elevated Depot Platform....................... 187
Figure 5.3.50 Projected Construction Schedule for the Elevated Depot Platform (1 unit) ...... 188
Figure 5.4.1 The Image of ATP Train Control......................................................................... 190
Figure 5.4.2 Image of Operation Control Centre ..................................................................... 190
Figure 5.4.3 Image of ESB ....................................................................................................... 191
Figure 5.4.4 Image of Dispatch telephone terminal ................................................................. 192
Figure 5.4.5 Image of PA console ............................................................................................ 192
Figure 5.4.6 Image of PIS display ............................................................................................ 193
Figure 5.4.7 Image of Clock System Terminal ........................................................................ 193
Figure 5.4.8 Image of Radio Console, Portable Radio Terminal ............................................. 194
Figure 5.4.9 The Image of CCTV System Configuration ........................................................ 195
Figure 5.4.10 The Image of Automatic Fare Collection System (AFCS) ................................ 197
Figure 5.4.11 The Image of Automatic Fare Collection System and Its Application .............. 198
Figure 5.5.1 Layout of Equipment of Traction and Station Service Substations ..................... 200
Figure 5.5.2 Image of Contact Line ......................................................................................... 200
Figure 5.5.3 Power Supply Program Year 2025 ...................................................................... 201
Figure 5.5.4 Power Supply Program Year 2035 ...................................................................... 202
Figure 7.1.1 Draft Implementation Schedule 221
Figure 8.2.1 Proposed Organizational Chart for SMA ............................................................. 227
Figure 8.2.2 Concept of New Transit Regulatory, Operation and Maintenance Schemes in Sri Lanka
228
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Figure 8.2.3 Maintenance Task Work Flow ............................................................................. 236
Figure 8.2.4 Functional Organization Structure for O&M Scheme ......................................... 245
Figure 8.3.1 Organization Chart of Operator ........................................................................... 247
Figure 8.3.2 Organization Chart of Maintenance Contractor ................................................... 248
Figure 9.1.1 Locations of MmTH, MMCs and P&Rs in SKYTRAIN Project ........................ 253
Figure 9.2.1 Four Features of Monorail Stations ..................................................................... 254
Figure 9.2.2 Concept of MMC ................................................................................................. 258
Figure 9.2.3 Concept of P&R ................................................................................................... 259
Figure 9.3.1 Location and Characteristics of the Site of MMC Malabe .................................. 261
Figure 9.3.2 Layout Plan of MMC Malabe .............................................................................. 262
Figure 9.3.3 First Floor Plan of MMC Malabe ........................................................................ 262
Figure 9.3.4 Conceptual Section Diagram of MMC Malabe ................................................... 263
Figure 9.4.1 Conceptual Section Diagram of General P&R Stations....................................... 263
Figure 9.4.2 Location and Characteristics of the Site of P&R Welikada ................................. 264
Figure 9.4.3 Layout Plan of P&R Welikada ............................................................................ 264
Figure 9.4.4 Location and Characteristics of the Site of P&R Sethsiripaya ............................ 265
Figure 9.4.5 Layout Plan of P&R Sethsiripaya ........................................................................ 266
Figure 9.4.6 Location and Characteristics of the Site of P&R Lumbini Temple ..................... 267
Figure 9.4.7 Layout Plan of P&R Lumbini Temple ................................................................. 268
Figure 10.5.1 Traffic Condition of the Olcott Mawatha in the Evening Time ......................... 285
Figure 11.5.1 The Case of the Government Operation ............................................................ 291
Figure 11.5.2 The Case of the Public Corporation Operation .................................................. 293
Figure 11.5.3 Component of MmTH and Mall-1 & Mall-2 ..................................................... 295
Figure 11.5.4 The Case of the Public Corporation Operation with MmTH ............................. 296
Figure 12.1.1 Proposed Monorail Route .................................................................................. 300
Figure 12.2.1 Pictures of selected project areas ....................................................................... 301
Figure 12.2.2 Land use map around the project area (1) .......................................................... 302
Figure 12.2.3 Land use map around the project area (2) .......................................................... 303
Figure 12.2.4 Conservation area around the project area ......................................................... 304
Figure 12.3.1 EIA process in Sri Lanka ................................................................................... 307
Figure 12.7.1 Image of Monorail System in Colombo ............................................................. 316
Figure 12.11.1 Secured Space for Monorail Alignment .......................................................... 329
Figure 12.11.2 Proposed Structure of GRC ............................................................................. 356
Figure 12.11.3 RAP Implementation Mechanism .................................................................... 357
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LIST OF TABLES
Table 1.1.1 List of the Members of the CoMTrans Steering Committee ..................................... 2
Table 1.1.2 List of the CoMTrans Steering Committee Meetings ............................................... 3
Table 1.1.3 Summary of Development Options for the Seven Corridors .................................... 9
Table 2.1.1 GRDP Forecast ........................................................................................................ 15
Table 2.2.1 Characteristics of Bus Priority System.................................................................... 28
Table 2.2.2 Specifications of Bus Priority System ..................................................................... 29
Table 2.2.3 Characteristics of Bus Rapid Transit (BRT) ........................................................... 30
Table 2.2.4 Specifications of Bus Rapid Transit (BRT) ............................................................ 31
Table 2.2.5 Characteristics of Automated Guideway Transit (AGT) ........................................ 35
Table 2.2.6 Specifications of Automated Guideway Transit (AGT).......................................... 36
Table 2.2.7 Characteristics of Monorail ..................................................................................... 37
Table 2.2.8 Specifications of Monorail ...................................................................................... 37
Table 2.2.9 Characteristics of Light Rail Transit (LRT) ............................................................ 38
Table 2.2.10 Specifications of Light Rail Transit (LRT) ........................................................... 39
Table 2.2.11 Characteristics of Mass Rail Transit (MRT) and Modernised Railway ................ 40
Table 2.2.12 Specifications of Mass Rail Transit (MRT) and Modernised Railway ................. 41
Table 2.2.13 Multi-Criteria Analysis on Mode Selection for Malabe Corridor ......................... 45
Table 3.1.1 Assumption of Gross Regional Domestic Products (GRDP) Growth ..................... 51
Table 3.1.2 Parameter Estimation Summary of Home-Based Work Purpose Model ................ 53
Table 3.1.3 List of Variables and Parameter Estimation Results of Home-Based Work Purpose Model
54
Table 3.1.4 List of Alternatives and Utility Function of Home-Based-Work Purpose Model ... 54
Table 3.1.5 Sample Size of SP Survey by Current Mode of Transport and Corridor ................ 55
Table 3.1.6 List of Modal Shift Model ....................................................................................... 56
Table 3.1.7 Parameter Estimation Summary of Car to Monorail Modal Shift Model ............... 56
Table 3.1.8 List of Variables and Parameter Estimation Results of Car-Monorail Model ........ 57
Table 3.1.9 List of Alternatives and Utility Function of Car-Monorail Modal Shift Model ...... 57
Table 3.1.10 Value of Time for Traffic Assignment .................................................................. 59
Table 3.1.11 Passenger Car Units for Traffic Assignment ......................................................... 59
Table 3.1.12 Average Number of Passengers for Traffic Assignment ....................................... 59
Table 3.1.13 List of Projects Included in the Public Transport Assignment Network ............... 62
Table 3.1.14 Service Level of Public Transport by Mode ......................................................... 64
Table 3.1.15 List of Projects Included in the Road Assignment Network ................................. 64
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Table 3.1.16 Toll Setting of the Road Assignment Network ..................................................... 65
Table 3.1.17 Capacity and Velocity Settings Arterial Roads for Road Assignment .................. 66
Table 3.2.1 Summary of Demand Forecast Result ..................................................................... 67
Table 4.1.1 Criteria of Route Alignment and Station Location ................................................. 73
Table 4.2.1 List of Examined Options ....................................................................................... 75
Table 4.2.2 Comparison between WTC Station Location Options ............................................ 78
Table 4.2.3 List of Examined Options for National Hospital ~ Borella Section ........................ 80
Table 4.2.4 Comparison between Options for National Hospital St. ~ Borella St. Section ....... 83
Table 4.2.5 List of Examined Options for Borella ~ Welikada Section ..................................... 85
Table 4.2.6 Comparison between Options for Borella St. ~ Welikada Section ......................... 88
Table 4.2.7 List of Examined Options for Sethshiripaya ~ Malabe Section .............................. 90
Table 4.2.8 Comparison between Options for Sethshiripaya ~ IT Park Section ........................ 93
Table 4.2.9 List of Examined Options for Armour Street ~ Kelaniya Sectoin .......................... 96
Table 4.2.10 Comparison between Options for Armour Street ~ Kelaniya Sectoin ................ 100
Table 4.2.11 List of Examined Options for Line 2 .................................................................. 105
Table 4.2.12 Comparison between Options for Line 2 ............................................................ 111
Table 4.2.13 List of Examined Options for Kollupitiya Station .............................................. 115
Table 4.2.14 Comparison between Options for Kollupitiya Station ........................................ 117
Table 5.1.1 Monorail System ................................................................................................... 120
Table 5.1.2 Specifications of Rolling Stock ............................................................................. 121
Table 5.2.1 Passenger Demand at Peak Hour .......................................................................... 126
Table 5.2.2 Transportation Capacity ........................................................................................ 127
Table 5.2.3 Required Frequency .............................................................................................. 127
Table 5.2.4 Operation Headway ............................................................................................... 128
Table 5.2.5 Travel Time ........................................................................................................... 128
Table 5.2.6 Turn Back Time .................................................................................................... 129
Table 5.2.7 Round Trip Time ................................................................................................... 129
Table 5.2.8 Number of Trains .................................................................................................. 131
Table 5.2.9 Rolling Stock Procurement Plan ........................................................................... 131
Table 5.2.10 Classification of Rolling Stock Maintenance ...................................................... 134
Table 5.2.11 Facilities of Depot ............................................................................................... 138
Table 5.2.12 Number of Rolling Stock .................................................................................... 139
Table 5.2.13 Required Number of Tracks for Depot and Workshop ....................................... 139
Table 5.3.1 Bridge Design Standards Prevailing in Sri Lanka ................................................. 142
Table 5.3.2 Axle Loads and Values ......................................................................................... 144
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Table 5.3.3 Spans used when Impact Coefficients are Required ............................................. 144
Table 5.3.4 Design Specification ............................................................................................. 148
Table 5.3.5 Comparison of Platform Type ............................................................................... 155
Table 5.3.6 Station Facilities .................................................................................................... 158
Table 5.3.7 Typical Construction Sequence and Schedule for One Pier .................................. 174
Table 6.1.1 Project Summary ................................................................................................... 205
Table 6.2.1 Project Cost Estimation ......................................................................................... 207
Table 6.2.2 Cost Breakdown for the Traction Substation (Detail. A) ...................................... 208
Table 6.2.3 Cost Breakdown for the Track Switches (Detail. B) ............................................. 209
Table 6.2.4 Cost Breakdown for the Civil Work (Detail. C) ................................................... 210
Table 6.2.5 Table for Steel Bridges .......................................................................................... 211
Table 6.2.6 Cost Breakdown for Stations and AFC System Development Fee (Detail. D) ..... 212
Table 6.2.7 Cost Breakdown for the Building and Civil work in the Depot (Detail. E) .......... 213
Table 6.2.8 Cost Breakdown for the Equipment for Depot Inspection (Detail. F) .................. 214
Table 6.2.9 Total Project Cost of the Monorail ........................................................................ 215
Table 6.3.1 Procurement Ratio from Japan .............................................................................. 216
Table 7.1.1 Comparison Chart for Packaging Options ............................................................ 217
Table 7.1.2 General Conditions for Implementation Schedule ................................................ 218
Table 7.1.3 Packages for Draft Implementation Schedule ....................................................... 219
Table 8.1.1 Transport Administrative Structure by Transport Mode ....................................... 223
Table 8.1.2 Functional Responsibilities of Transport related Institutions ................................ 224
Table 8.2.1 STC Tasks and Duties ........................................................................................... 230
Table 8.2.2 Type of Contract ................................................................................................... 234
Table 8.2.3 Tasks & Duties Matrix for Maintenance ............................................................... 244
Table 8.4.1 Manpower Breakdown for SKYTRAIN ............................................................... 250
Table 8.4.2 Average Salaries for Different Staffing Categories .............................................. 250
Table 8.4.3 Data of spare parts cost for selected Monorail Systems in Japan (2010) .............. 251
Table 8.4.4 Operation & Maintenance Cost ............................................................................. 251
Table 8.4.5 Comparison with Existing Monorail Systems (mil. USD) .................................... 252
Table 9.2.1 Concepts of All Monorail Stations ........................................................................ 255
Table 9.3.1 Future Bus Demand (2035) ................................................................................... 260
Table 9.3.2 Malabe MMC access/egress Functional Requirements (2035) ............................. 260
Table 9.5.1 Gross Floor Area ................................................................................................... 268
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Table 9.5.2 Summary of the Estimated Construction Cost of MMC Malabe .......................... 269
Table 9.5.3 Gross Floor Area of the P&R Stations .................................................................. 271
Table 9.5.4 Summary of the Estimated Construction Cost of the P&R Stations ..................... 272
Table 10.3.1 Unit Vehicle Operating Cost for Economic Analysis ......................................... 276
Table 10.3.2 Hourly Value of Time by Income Group ............................................................ 277
Table 10.3.3 Time Value of Freight Vehicles .......................................................................... 277
Table 10.3.4 Assumptions on Accident Loss ........................................................................... 278
Table 10.3.5 Carbon Dioxide Emission Factor by Vehicle Type............................................. 278
Table 10.4.1 Economic Cost and Benefit Stream .................................................................... 280
Table 10.4.2 Sensitivity Analysis Results ................................................................................ 281
Table 10.5.1 Transfer Time between each Transport Mode .................................................... 283
Table 10.5.2 Transfer Demand in 2020, 2025 and 2035 (pax./day) ......................................... 284
Table 10.5.3 Economic Cost and Benefit Stream .................................................................... 286
Table 10.5.4 Sensitivity Analysis Results ................................................................................ 287
Table 11.3.1 Estimation of Revenue except Fare Revenue ...................................................... 290
Table 11.5.1 The Case of Government Operation .................................................................... 292
Table 11.5.2 The Case of Public Corporation Operation (the Cash Flow of Public Corporation)294
Table 11.5.3 The Revenues from MmTH and Mall-1 .............................................................. 295
Table 11.5.4 The Case of Public Corporation Operation with the Revenue from Monorail and MmTH
(with Mall-1) (the Cash Flow of Public Corporation) ............................................................... 297
Table 12.1.1 Sections of the route traverses through the Divisional Secretariat Divisions ..... 300
Table 12.5.1 A Result of Environmental Scoping for the Proposed Project ............................ 310
Table 12.6.1 Survey mythology for each item ......................................................................... 313
Table 12.8.1 Environmental Management Plan (EMP) ........................................................... 318
Table 12.9.1 Monitoring plan for construction and operational stages .................................... 325
Table 12.11.1 Other Main Facilities associated with the Monorail ......................................... 330
Table 12.11.2 Affected Divisional Secretary Divisions and Grama Niladhari Divisions ........ 330
Table 12.11.3 Gap Analysis of Sri Lankan Laws and JICA Policies (WB.OP.4.12) ............... 334
Table 12.11.4 Summary of Impacts on Lands, Structures and People by the Project*1 .......... 341
Table 12.11.5 Distribution of Household Heads by Monthly Income ..................................... 342
Table 12.11.6 Distribution of Business Owners by Age and Gender ...................................... 343
Table 12.11.7 Distribution of Business Employees by Age ..................................................... 343
Table 12.11.8 Distribution of Business Owners by Monthly Income ...................................... 344
Table 12.11.9 Distribution of Paddy Land Owners by Age and Gender ................................. 344
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Table 12.11.10 Distribution of “Ande” (tenant) Farmers by Age and Gender ........................ 345
Table 12.11.11 Distribution of Paddy Land Owners and “Ande” (tenant) Farmers by Monthly Income
345
Table 12.11.12 Number of Vulnerable Households ................................................................. 346
Table 12.11.13 Total Affected Structures and Land (by Land Use) ........................................ 347
Table 12.11.14 Affected Private Land (Highland: Residential, Commercial and Other Land) 347
Table 12.11.15 Affected Private Land (Paddy Land)*1 .......................................................... 348
Table 12.11.16 Affected Structure (Private) ............................................................................ 348
Table 12.11.17 Structure Type ................................................................................................. 349
Table 12.11.18 Affected Area by Structure Type .................................................................... 349
Table 12.11.19 Project Entitlement Matrix .............................................................................. 350
Table 12.11.20 Institutional Responsibilities in the Resettlement Process .............................. 356
Table 12.11.21 RAP Implementation Schedule ....................................................................... 358
Table 12.11.22 Cost Estimation for Land Acquisition and Resettlement ................................ 359
Table 12.11.23 Summary of Awareness Programs .................................................................. 361
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LIST OF ABBRIVIATIONS
Abbreviation Official Name
ABRS Automated Bus Recognition System
AC Alternating Current
ADB Asian Development Bank
AFCS Automatic Fare Collection System
AG Automatic Gates
AGT Automated Guideway Transit
APAS Automated Paging and Announcement System
API Application Program Interface
ASHRAE American Society of Heating, Refrigerating and
Air-Conditioning Engineers, Inc.
ATO Automatic Train Operation
ATP Automatic Train Protection
B/C Benefit-Cost Ratio
BLT Build Lease Transfer
BMS Building Management System
BOD Biological Oxygen Demand
BOOM Build, Own, Operate and Maintain
BRT Bus Rapid Transit
CCTV Closed Circuit Television
CMA Colombo Metropolitan Area
CMC Colombo Municipal Council
CoMTrans Urban Transport System Development Project for Colombo
Metropolitan Region and Suburbs
CTS Centralised Ticketing System
DMT Department of Motor Traffic
DNP Department of National Planning
DVR Digital Video Recording
E&M Electro-Mechanical Installations
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EPS Electrical Pipe Shaft
E/S Engineering Services
ESB Emergency Stop Button
FIRR Economic Internal Rate of Return
FRP Fiber Reinforced Panels
HCC Hub Command Centre
-xviii-
Abbreviation Official Name
HNB Hatton National Bank
HOS Hub Operation System
IC Integrated Circuit
ICB International Competitive Bidding
ICT Information and Communication Technologies
IDF Intermediate Distribution Frame
IEC International Electrotechnical Commission
IK Information Kiosk
IOS International Organization for Standardization
IR Infra-Red
IT Information Technology
JFB Japanese Friendship Bridge
KPI Key Performance Indicators
LA Local Authority
L/A Loan Agreement
LAN Local Area Network
LCD Liquid Crystal Display
LED Light-Emitting Diode
LRT Light Rail Transit
MCA Multi-Criteria Analysis
MDF Main Distribution Frame
MMC Multi-Modal Transport Centre
MmTH Multi-Modal Transport Hub
MOT Ministry of Transport
MRG Minimum Revenue Guarantee
MRT Mass Rapid Transit
NFCIP Near Field Communication Interface and Protocol
NFPA National Fire Alarm and Signalling Code
NMS Network Management System
NPV Net Present Value
NTC National Transport Commission
O&M Operation & Maintenance
OCC Operation Control Centre
ODA Official Development Assistance
OEMs Original Equipment Manufacturers
PA Public Address
PA Public Announcement
P&R Park and Ride
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Abbreviation Official Name
PC Personal Computer
PGMS Parking & Guidance Management System
PIDS Public Information Display System
PIS Passenger Information Systems
PMU Project Management Unit
PPHPD Passengers per Hour, per Direction
PPP Public Private Partnership
PRDA Provincial department of road development
RDA Road Development Authority
RPTA Road Passenger Transport Authority
SCADA Supervisory Control And Data Acquisition
SHETC Southern Highway Extension Towards Colombo
SIL Severity Integrity Level
SKYTRAIN Integrated Transport System with Monorail
SLR Sri Lanka Railways
SLTB Sri Lanka Transport Board
STC SKYTRAIN Corporation
SMA Sri Lanka Mass Transit Authority
SOP Standard Operating Procedure
TDM Transport demand management
TOD Transit Oriented Development
TTC Travel Time Cost
TVM Ticket Vending Machines
UDA Urban Development Authority
VAC Ventilation and Air Conditioning
VGF Viability Gap Funding
VOC Vehicle Operating Cost
VVVF Variable Voltage Variable Frequency
WSDB National Water Supply & Drainage Board
WTC World Trade Centre
WWTP Waste Water Treatment Plant
VMF Value For Money
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report
Executive Summary
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-1
CHAPTER 1 Introduction
1.1 Background
In the Colombo Metropolitan Area1, which consists of Colombo Municipal Council (CMC) and adjacent areas, current traffic congestion becomes serious during morning and evening peaks within and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due to the anticipated increasing demand if appropriate countermeasures are not taken. Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers, insufficient capacity of public transport and poor enforcement of traffic rules aggravate the situation.
In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in 2035. It is also expected that the GRDP per capita is expected to increase to approximately 2.5 times of 2010 level. Therefore, in line with the economic growth, the share of income group with equal to or more than LKR 8,000,000 will be majority in 2035. This means that a number of people is affordable to purchase a passenger car.
In order to develop an efficient urban transport network and promotion of a reliable and safe transport system, the objectives of the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are:
• To prepare reliable transport data that can be utilised to evaluate and formulate transport development plans/projects in a scientific manner by conducting an area-wide transport survey.
• To formulate a comprehensive Urban Transport Master Plan for the Colombo Metropolitan Area including the six transport corridors prioritised by the Ministry of Transport with justification of selected priority/leading projects for short-term, mid-term, and long-term implementation.
• To conduct a feasibility study on the prioritised projects under the comprehensive urban transport master plan.
The CoMTrans project commenced in August 2012 and the urban transport master plan was proposed and discussed with the relevant government agencies including a series of Steering Committee meetings. The CoMTrans master plan proposed four goals for urban transport system development in CMA.
• Equity in Transport to All the Members of Society
• Efficiency in Transport Systems to Support Economic Activities
1 The CoMTrans urban transport master plan defines the area under the following Divistional Secretariat Divisions; Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura, Bandaragama and Kalutara.
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-2
• Environmental Impact and Health Promotion Related to Transport
• Traffic Safety and Security in Transport
To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to promote health, and 4) to reduce transport accidents and to improve security.
Taking various factors into consideration such as current and future transport volume, degree of traffic congestion, accessibility to public transport, size of investment, public transport network development, urban planning perspective and economic and financial viability; the Steering Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has decided to focus on;
1. Monorail system for Malabe Corridor,
2. Multi-modal transport facilities,
3. Park and Ride facilities (P&Rs) at the monorail stations.
The Committee also named this package of projects as the “Integrated Transport System with Monorail, SKYTRAIN” with a view to the first elevated transport system on the Island. While each single component of the “SKYTRAIN” project might not be sufficient to significantly improve public transport ridership, this package mutually benefits each component by improving the convenience of the public transport system as a network. In this study, the feasibility study of the SKYTRAIN project is undertaken.
Source: SKYTRAIN Study Team
Figure 1.1.1 Components of SKYTRAIN Project
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-3
Source: SKYTRAIN Study Team
Figure 1.1.2 Images of SKYTRAIN Project (Monorail)
1.2 Scope of the Feasibility Study
In order to achieve the SKYTRAIN project, the feasibility study shall cover the following components according to the Record of Discussions of the CoMTrans project:
1) Conduct supplementary surveys
2) Prepare/select design standards for the project
3) Conduct preparatory design of the project
4) Conduct economic and financial analyses
5) Conduct EIA
6) Prepare an implementation strategy
7) Prepare an operation and maintenance strategy
This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical, economic, financial and environmental perspectives.
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-4
CHAPTER 2 Outline of Monorail System
2.1 Corridor and Mode Selection
Why Malabe Corridor?
The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified.
With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table 2.1.1.
A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration.
Table 2.1.1 Summary of Development Options for the Seven Corridors
Note: “Modernized” includes electrification, double tracking, improvement of signalling and telecommunication, procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the railway can significantly improve railway capacity.
Source: CoMTrans
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-5
1. The Highest Demand
Malabe Corridor connecting Colombo Municipal Council (CMC), Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. As a result, travel speed on the corridor is 14 kilometres per hour during peak period at the boundary of CMC.
13.8
15.9
19.5
16.5
14.715.6
13.8
5.3 5.4
6.7
5.16.2 6.2 6.2
2.5 2.63.4
2.43.0 3.1 3.0
0.7 0.7 1.1 0.7 0.8 0.9 0.9
0.0
5.0
10.0
15.0
20.0
Malabe Kandy Negombo Low
Level
High
Level
Horana Galle
2013
2020
2025
2035
km/h
8.0 km/h
Average speedat peak hour
Average speedat peak hour on corridor 15~20km from Fort
est.
est.
est.
To Kaduwela
via MalabeTo Kadwatha To KaduwelaTo Ja Ela To Kottawa To Peliyandala To Moratuwa
9.3 km/h
14.5 km/h
10.9 km/h
9.0 km/h
10.6 km/h
8.4 km/h
Malabe5 percentile peak hour speed
Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario).
Figure 2.1.1 Peak Hour Travel Speed of Major Transport Corridors
2. Corridor without a Transit System with Urban Development Projects
It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport.
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-6
Why Monorail?
For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. The scheduled speed and passenger capacity of public transport modes is shown in Figure 2.1.2. The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3 of the main report. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in 2035.
The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in 2035. Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed.
0
10,000
20,000
30,000
40,000
50,000
0 10 20 30 40
Mass Rapid
Transit (MRT)
elevated or
underground
Monorail
Light Rail Transit (LRT)
Scheduled speed (km/h)
Passengers per hour, per direction (PPHPD)
Automated
Guideway Transit
BRT (AGT)
Bus Priority
System
2035 forecasted demand
2025
2020
Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand.
Source: SKYTRAIN Study Team
Figure 2.1.2 Scheduled Speed and Passenger Capacity of Public Transport Modes
The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width.
Preparatory Survey for New Integrated Urban Public Transport System Introduction Project
Final Report, Executive Summary
Executive Summary-7
The selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided.
Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail.
Capacity and speed of Light Rail Transit (LRT) is almost the same as the monorail and matches the forecast demand of Malabe corridor. However, LRT has several drawbacks compared with a monorail. Due to LRT’s characteristics of 3.5% maximum gradient and slab structure, it might require more land acquisition for installation in addition to station sections. Although initial investment and operation and maintenance cost are almost the same as the other systems, the slab structure will affect the aesthetics of the landscape along the corridor. Daylight also will be interfered with. As LRT uses steel rails and tires, noise level is higher than a rubber tire and concrete rail system.
Since both the elevated mass rapid transit (MRT) system and the light rail transit (LRT) system are steel rail-based modes of transport, physical characteristics such as daylight interference, aesthetic concerns and noise are common in general. As MRT has a higher capacity and speed compared with LRT, initial cost is higher than LRT. Considering the forecast demand in 2020 (8,000 PPHPD) and in 2025 (9,000 PPHPD), MRT capacity of 18,000 – 60,000 PPHPD can be an excessive investment as initial cost is generally higher than LRT. Land acquisition also will be essential due to the larger minimum curve radius (roughly 100-200m) and smaller maximum gradient of 3.5%.
Underground MRT is designed to avoid the disadvantages of the elevated and ground level structures such as daylight interference, aesthetic concerns, noise and land acquisition. The underground structure without level crossings allows high speed train operations. Capacity is the same as the elevated MRT where demand of 2020 and 2025 is far less than the capacity. The most significant point to be considered, is the huge initial investment. Underground structures can cost more than double or three times that of elevated.
In summary, the bus priority system, bus rapid transit (BRT) and underground mass rapid transit were screened out due to clearly negative aspects such as capacity, land acquisition and cost. Among the four modes of transport, monorail was selected for various aspects such as less impact on daylight and landscape due to simple beam structure, minimum land acquisition and
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appropriate capacity, cost and scheduled speed as shown in the multi-criteria analysis results of Table 2.1.2.
Table 2.1.2 Multi-Criteria Analysis on Mode Selection for Malabe Corridor
System Require
ment
Bus
Priority
System
BRT AGT Monorail LRT MRT -
Elevated
MRT - Underground
Capacity* 6k (‘20) 7k (’25) 22k (‘35)
--- (-10k)
-- (3-13k)
- (4-20k)
+ (7-30k)
+ (7-30k)
-- (18-60k)
-- (18-60k)
Scheduled
Speed
30km/h
-- (10-20 km/h)
- (15-25 km/h)
0 (20-30 km/h)
++ (20-40 km/h)
++ (20-40 km/h)
++ (30-40 km/h)
++ (30-40 km/h)
Land
Acquisition
Nearly 0
+++ (no
acquisition)
--- (along roads)
+ (only
stations)
+ (only
stations)
- (station & some roads)
-- (station & curve
sections)
++ (station exit
only)
Stop
Spacing
0.5 – 1.0 km
+ 0.3 – 1 km
+ 0.5 – 1 km
+ 0.5 – 1 km
+ 0.5 – 1 km
+ 0.3 – 1 km
- 1.5 – 2 km
- 1.5 – 2 km
Initial Cost N/A
+++ (USD ~1 M/km)
+++ (USD 2 M/km)
- (USD 30-60 M/km)
- (USD 30-60 M/km)
-- (USD 35-60 M/km)
-- (USD 45-60 M/km)
--- (USD 90-100 M/km)
O&M Cost N/A
N/A
0 (USD 1.3 / car-km) ($0.03 per
pax.)
- (USD 2.0 / car-km)
($0.04 per pax.)
0 (USD 2.5 / car-km) ($0.03 per
pax.)
- (USD 4.0 / car-km)
($0.04 per pax.)
0 (USD 5.0 / car-km) ($0.03 per
pax.)
0 (USD 5.0 / car-km) ($0.03 per
pax.)
Daylight
Interference
Minimum Interferen
ce
+++ (Not at all)
+++ (Not at all)
-- (Pier & Slab)
- (Pier & Beam)
-- (Pier & Slab)
-- (Pier & Slab)
+++ (Not at all)
Aesthetic
Concern
Minimum Concern
+++ (No
Concern)
++ (Station only)
-- (Pier & Slab)
- (Pier & Beam)
-- (Pier & Slab)
-- (Pier & Slab)
+++ (Not at all)
Noise Minimum Noise
-- (Rubber Tire & Engine)
-- (Rubber Tire & Engine)
- (Rubber Tire)
- (Rubber Tire)
-- (Steel Rail & Tire)
-- (Steel Rail & Tire)
+ (No noise to
ground level)
Total
Evaluation
Not Suitable
due to ---
Not Suitable
due to --- 2 1 2 3
Not Suitable due to
---
Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1,000.
+++ Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative
++ Clearly Positive N/A No Information -- Clearly Negative
+ Slightly Positive - Slightly Negative
Source: SKYTRAIN Study Team
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Executive Summary-9
2.2 Route and Passenger Demand
Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure 2.2.1.
The demand forecast methodology is in line with the CoMTrans urban transport master plan. The CoMTrans master plan employed a four-step method which is empirically proven methodology with a number of applications in many countries. As a monorail is a new transport mode for Sri Lanka, a Stated preference (SP) survey was conducted. A stated preference survey is a survey method which requires respondents to indicate their preference in a certain fictive condition such as transport mode choice with a monorail system in the future.
Source: SKYTRAIN Study Team
Figure 2.2.1 Proposed Route of SKYTRAIN Project
Based on the estimated daily passenger volume, peak hour sectional passenger volume was estimated assuming eighteen percent peak ratio. The estimated results of the transport demand for the monorail are summarised in Table 2.2.1. Daily passengers and passenger kilometres are expected to drastically increase by 2035 due to urban development projects along the corridor and improvement of public transport network.
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Table 2.2.1 Summary of Demand Forecast Result
Indicator 2020 2025 2035
PPHPD of Line 1
Peak passenger per hour per direction at max. section
7,800
at Union Place – National Hospital
9,200
at Union Place – National Hospital
16,800
at National Hospital – Punci Borella
PPHPD of Line 2
1,300
at Dharmapala Mawatha –
National Hospital
1,500
at Dharmapala Mawatha –
National Hospital
4,100
at Dharmapala Mawatha –
National Hospital
Daily Passengers
in total monorail network
307,000 379,000 700,000
Daily Passenger-kilometres
in total monorail network
1,190,000 1,480,000 2,840,000
Source: SKYTRAIN Study Team
Peak hour traffic volumes in 2020 and 2035 are shown in Figure 2.2.2 and Figure 2.2.3 respectively.
WTC
Fort
Malabe
Borella
Kotahena
Maradana
Town Hall
RajagiriyaKollupitiya Lumbini Temple
Punchi Borella
Sebastian Canal
Bandaranayake Mw
Palan Thuna Junc.
1300
5600
4800
5300
3800
2700
5100
6100
5900
62007800
2000
3200
5800 5400
2700
5600
1300
5300
5800
4500
5500
6200
Source: SKYTRAIN Study Team
Figure 2.2.2 Peak Hour Passenger Volume per Direction in 2020 (Stage 1)
IT Park
IT Park
National
Hospital
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WTC
Fort
Malabe
Borella
Kotahena
Maradana
Town Hall
Rajagiriya
Kollupitiya Lumbini Temple
Punchi Borella
Sebastian Canal
Bandaranayake Mw
Palan Thuna Junc.
4100
1100012000
15700
6100
5700
25004700
5400
10500
15300
13300
14100
16800
14000
15800
13000
16100
13800
10700
6100
15300
16400
11900
Source: SKYTRAIN Study Team
Figure 2.2.3 Peak Hour Passenger Volume per Direction in 2035 (Stage 1)
Boarding and alighting passenger volume by station and sectional passenger volume during peak hour in 2020 is shown in Figure 2.2.4.
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
Ko
tah
en
a
Arm
ou
r S
tre
et
Se
ba
stia
n C
an
al
Ma
rad
an
a
Tra
nsp
ort
Ce
ntr
e
Fo
rt
WT
C
Sla
ve
Isl
an
d
Un
ion
Pla
ce
Na
tio
na
l H
osp
ita
l
Pu
nch
i B
ore
lla
Bo
rell
a
Co
tta
Ro
ad
We
lik
ad
a
Ra
jag
iriy
a
Diy
aw
an
na
La
ke
Se
thsi
rip
ay
a
Ba
tta
ram
ull
a
Pa
lan
Th
un
a
Ro
be
rt G
un
aw
ard
en
a…
Lum
bin
i T
em
ple
Ta
lah
en
a
Ma
lab
e
IT P
ark
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
Kotahena
Arm
our Street
Sebastian Canal
Maradana
Transport Centre
Fort
WTC
Slave Island
Union Place
National Hospital
Punchi Borella
Borella
Cotta Road
Welikada
Rajagiriya
Diyaw
anna Lake
Sethsiripaya
Battaramulla
Palan Thuna
Robert…
Lumbini Tem
ple
Talahena
Malabe
IT Park
Alighting
Boarding
Section Volume
Passengers per hour per direction
Source: SKYTRAIN Study Team
Note: “Robert…” is “Robert Gunawardena Mawatha” station.
Figure 2.2.4 Peak Hour Passenger Loading by Station in 2020 (Stage 1)
IT Park
National Hospital
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2.3 Monorail System and Structure
Proposed system is straddle type monorail system proven in 5 cities in Japan; 2 cities in the USA; Chongqing, People’s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia.
Rolling stock straddle on reinforced concrete beam and rubber tire is used for running gear. Therefore higher ride quality and steeper gradient is expected than steel rail and steel wheel system. Running wheels are installed under the car body and those wheels are running on the top of the concrete beam. Guide wheels are installed at the lower portion of the car to hold the beam at both side and they will support and guide the vehicle. Traction power is supplied by power rail installed at both side of concrete beam.
Figure 2.3.1 indicates the outline of the monorail and Figure 2.3.2 indicates the image of the monorail. Furthermore, the outline of proposed monorail system and salient features of the rolling stock are summarised in Table 2.3.1 and Table 2.3.2 respectively.
Running Wheel Guide Wheel
Stabilizing Wheel
Power Rail
Rolling Stock
Track Beam
Daegu, Korea Manufactured by Japanese Monorail Company
Source: SKYTRAIN Study Team
Figure 2.3.1 Outline of Monorail
Source: Hitachi Ltd.
Figure 2.3.2 Image of Monorail
Table 2.3.1 Monorail System
No. Item Specification
1 Type Straddle type monorail
2 Width of track 850mm
3 Minimum curve radius 60m (50m at depot)
4 Maximum gradient 6%
5 Distance between track centre 3.7m
6 Platform length 65m
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7 Power supply DC 1500V, Third Rail
8 Maximum axle load 11t
9 Train consist 4 car
10 Length of train Approx. 60m
11 Signalling system ATP, ATO, OCC
12 Telecommunication system Telephone system, Passenger Information System, Public
address system, Radio system, CCTV,
Source: SKYTRAIN Study Team
Table 2.3.2 Specifications of Rolling Stock
No. Item Specification
1 Train formation 4 car Mc-M-M-Mc
2-1 Dimensions Length Lead car 14,800mm
2-2 Inter mediate car 13,900mm
2-3 Train length 60,200mm
2-4 Width 3,000mm
2-5 Height 5,200mm
3-1 Weight Tare load 26.1 t
3-2 Maximum Axle load 11 ton
4-1 Performance Maximum speed 80km/h
4-2 Acceleration 0.97m/s2 (3.5km/h/s)
4-3 Deceleration Emergency brake 1.11 m/s2 (4.0km/h/s)
4-4 Maximum service brake 1.25 m/s2 (4.5km/h/s)
5-1 Running gear
Bogie Air suspension bolsterless bogie
5-2 Running wheel Tubeless tire
5-3 Driving device Right angle Cardan driving device
6 Traction control VVVF inverter
7 Traction motor Squirrel-cage three phase induction motor
8 Brake system Electric command air brake with regenerative brake and load compensating control
9-1 Passenger door
Type Bi-parting slide door
9-2 Number 2 per side per car
10-1 Air conditioning system
Type Roof top air conditioning unit
10-2 Number 2 per car
11 Auxiliary power supply Static inverter
11 Passenger capacity 200 passengers per train
Source: SKYTRAIN Study Team
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2.4 Train Operation Plan
The monorail system consists of two lines namely Line 1 from Kotahena to IT Park and Line 2 from National Hospital to Kollupitiya. Figure 2.4.1 shows the routes of the monorail.
Source: SKYTRAIN Study Team
Figure 2.4.1 Track Layout of the Monorail
Based on demand forecast and transportation capacity described above, required headway of peak hour at each milestone year was estimated and required number of rolling stock based on train diagram in peak hour is calculated. Table 2.4.1 shows the planned headway and required number of trains.
Union Place Slave Island WTC
Fort Transport Centre
Borella Cotta Road
National Hospital Panchi Borella
Dharmapala Mawatha Kollupitiya
Battaramulla
Sethsiripaya Diyawananna Lake Rajagiriya Welikada
Palan Thuna
Robert Gunawardena Mawatha Lumbini Temple Talahena Malabe
Depot
Kotahena Armour Street Cebastian Canal Maradana
IT Park
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Table 2.4.1 Number of Trains
Year 2020~2024 2025~2029 2030~
Line Line 1 Line 2 Line 1 Line 2 Line 1 Line 2
Headway (min.) 6 8 4 8 3 8
Trains / hour 10 7.5 15 7.5 20 7.5
Number of trains in operation 19 2 29 2 38 2
Reserved Trains 3 4 4
Total Number of Trains 24 35 44
Source: SKYTRAIN Study Team
2.5 Multi-modal Transport Facilities and P&R Facilities
Figure 2.5.1 illustrates the function of a MMC and the locations of the MMCs and P&R facilities.
Source: SKYTRAIN Study Team
Figure 2.5.1 Concept of MMC and Locations of MMC and P&R Facilities
Multi Modal Centres (MMC) are proposed in suburban areas. In the case of the Monorail, Malabe Station is selected for the first phase. They are the transferring stations for feeder buses from the surrounding areas, railway passengers, and passenger cars traveling to the monorail in order to get to central areas of Colombo easily. This contributes to ease the traffic congestion from the existing roads. It is also encourages developing the area as Transit Oriented Development (TOD).
Park and Ride (P&R) facilities are car parks with connections to public transport that allow passengers to leave their vehicles and transfer to public transport. This encourages using the
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Monorail and reducing the number of vehicles on the roads. Welikada, Sethsiripaya, and Lumbini Temple stations are selected for the concept design, due to land availability and necessity for such P&R function.
The layout plans are shown in Chapter 9 of the main report.
2.6 Cost Estimation and Implementation Schedule
(1) Cost Estimation of the Monorail System
Regarding the stage-1 of monorail system under the SKYTRAIN project (Line 1: Kotahena ~ IT Park, Line 2: National Hospital ~ Kollupitiya), the total project cost that includes construction, physical contingencies, price escalation ant others is estimated at JPY 160,126 million as shown in Table 2.6.1.
Table 2.6.1 Total Project Cost of the Monorail
Unit: million
Breakdown of Cost
Foreign Currency
Portion
(million JPY)
Local Currency
Portion
(million LKR)
Total
(million JPY)
Civil Package 1
(Superstructure)16,227 12,455 25,946
Civil Package 2
(Substructure and Station)6,219 21,860 23,276
Civil Package 3
(Substructure, Station and Depot)4,812 25,129 24,419
E & M 52,834 5,954 57,480
sub-total 80,093 65,398 131,121
Price Escalation 6,989 5,561 11,328
Physical Contingency 4,354 3,548 7,122
Consulting Services 6,070 5,748 10,555
Total 97,506 80,255 160,126
Note: The total cost is excluding cost for utility diversion, land acquisition, administration cost, value added tax, import tax, interest during construction, and front end fee. Land acquisition cost is mentioned in Chapter 12 of the main report.
Source: SKYTRAIN Study Team
(2) Implementation Schedule of the Monorail System
This monorail project will be divided into three stages categorised as the Design Phase, Tender Phase and Construction Phase, the latter of which includes Construction, Commissioning Testing, Trial Running, and Operational Testing. In general, the implementation schedule will be planned
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in consideration of the following two conditions “a) condition of contract for construction (method of ordering system)”, and “b) construction package”.
The implementation plan is established based on the month/year for the milestones of key events of the Project. The plan includes the stages for detailed design, tender procedure and construction work. The construction period was estimated as 4 years in Figure 2.6.1.
Consulting Work / Tender for
ConstructionConstruction / Commissioning Test, Trail Running, Operation Training
Note
Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9
① Selection of Consultant
⑤ Utility Diversion Non-eligible portion
②
Basic Design / Tender Preparation for Rolling Stock and
SystemYellow Book
Selection of Contractor for Rolling Stock and System
③
Basic Design for Civil
Red BookDetailed Design / Adjustment Design / Tender Preparation
for Tender of Civil
Selection of Contractor for Civil
⑥
Civil Package 1 (Superstructure)
Mobilization Work / Casting Yard Arrangement
Track Beam InstallationTraff ic restriction for track beam
installation (33-months)
16 stations include National Hospital station
Area 8.34 ha, depot w ith artif icial ground
(concrete slab)
Foundation & Column (9.1km)Traff ic restriction for foundation & column
(24-months)
Station Facilities and Equipment
Station Facilities and Equipment
Civil Package 3 (Substructure, Stations and Depot)
Traff ic restriction is required (for w orking
at height, stock yard on the road)
Traff ic restriction is required (for w orking
at height, stock yard on the road)
Civil Package 2 (Substructure and Stations)
Foundation & Column (14.1km)Traff ic restriction for foundation & column
(33-months)
Mobilization Work
Tuition & On the Job Training, Trail Running, Operation
Training
10 stations
Depot
E&M System and Rolling Stock
Traction Substation, Pow er Line
Signaling, Telecommunication, Train Operation
Management System
Rolling Stock
Track Beam Production
Mobilization Work
Note: * The “Standard Bidding Documents under Japanese ODA Loans, Procurement of Works” (JICA SBD (Works) are based on the “Conditions of Contract for Construction for Building and Engineering Works Designed by the Employer, Multilateral Development Bank (MDB) Harmonised Edition”, June 2010 (FIDIC Pink Book) and the “Conditions of Contract for Plant and Design Build For Electrical and Mechanical Plant, and For Building and Engineering Works, Designed by the Contractor”, First Edition 1999 (FIDIC Yellow Book) by the International Federation of Consulting Engineers (FIDIC).
Source: SKYTRAIN Study Team
Figure 2.6.1 Draft Implementation Schedule
It is assumed that International Competitive Bidding (ICB) is applied for procurement of the contractor and consultant for the Project. The time required for the procurement is assumed based on average actual time taken in Japanese ODA projects in Sri Lanka. The milestones for the implementation of the Project undertaken by a Japanese ODA Loan are formulated as follows:
• About 10 months will be required for the selection of a consultant for the detailed design, tender assistance and construction supervision.
FIDIC Yellow Book
JICA SBD (Works)
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• The period for preliminary and detailed design will be 24 months.
• 12 months will be required for the procurement of a contractor.
• Construction period will be 48 months.
The total implementation schedule will begin with the L/A, and the construction will be completed by the end of 8th year. Assumptions for the project implementation schedule, in particular for construction are mentioned below.
1. All land acquisition must be completed before the construction work
2. All obstructions (including buried structures) must be replaced or removed before the construction work
3. Counter measures for public roads, such as securing the construction yard and single lane traffic are required during construction work. (Prior consultation with relevant authorities is needed)
4. In the case that the Contractor requests design modification of the detail design, an immediate approval is required by the Employer (Sri Lanka Government) based on the JICA SBD (Works).
5. In the case that the schedule (Figure 2.6.1) is requested to be shortened, the cost of construction (by the Contractor) and construction management (By the Consultant) will increase.
6. Since this construction will be within the Colombo city area, it is necessary that the Employer (Sri Lanka Government) provide the construction yard or any public land as and when required.
7. In the case that requests other than No.1-6 mentioned above is made, an immediate response for approval by the Employer (Sri Lanka Government) is required
(3) Cost Estimation of MMC and P&R facilities
The construction costs of MMC Malabe and P&R Facilities are estimated and summarised in Table 2.6.2 and Table 2.6.3 respectively.
Table 2.6.2 Summary of the Estimated Construction Cost of MMC Malabe
Item Cost per
sqm (YEN) Amount (th. YEN)
STEP (th. YEN)
Note
Total Construction Cost 131,608 3,317,041 496,000 15%
Total Floor Space: 25,204 sqm
A. Direct Construction Cost 106,878 2,693,762 0 0% Incl. Architectural Works, Facilities Works, and Other Works.
B. Indirect Construction Cost 14,520 365,956 0 0% Incl. Common Temporary Costs and Filed Expenses.
C. Administrative Expenses 10,210 257,322 0 0%
(Direct Construction Cost + Common
Temporary Cost + Field Expenses) x 8.41%. Based on Architectural Construction Cost Standard of MLIT
Source: SKYTRAIN Study Team
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Table 2.6.3 Summary of the Estimated Construction Cost of the P&R Stations
Item
Amount (th. YEN)
Note Welikada
Lunbini Temple
Sethsiripaya
I. Architectural Construction Cost A+B+C
238,234 220,678 245,876 Total Floor Space: 28,104 sqm
A. Direct Construction Cost 193,469 179,213 199,676 Incl. Architectural Works, Facilities Works, and Other Works.
B. Indirect Construction Cost 26,284 24,346 27,126 Incl. Common Temporary Costs and Filed Expenses.
C. Administrative Expenses 18,481 17,119 19,074
(Direct Construction Cost + Common Temporary Cost + Field Expenses) x 8.41%, Based on Architectural Construction Cost Standard of MLIT
Source: SKYTRAIN Study Team
2.7 Institutional Arrangement and Operation & Maintenance
The Implementing and Operating Agency (Agency/Corporation)
The SKYTRAIN would be the first urban mass transit project in Colombo, and even in the entire Sri Lanka. The operating organization is recommended to be a newly established under the umbrella of the future Sri Lanka Mass Transit Authority (SMA), also under the MOT and supported by central Government. This section describes the organization plan of SKYTRAIN Corporation (STC)
2 in terms of its positioning, role and responsibility as Railway Operator & Implementing Agency (or Corporation), and indicates those responsibilities and tasks that could be given in concession according to the type of PPP scheme, if any, adopted during the implementation of the SKYTRAIN.
Operation and Maintenance (O&M) Cost for SKYTRAIN
The summary of O&M costs per year and per item is presented in Table 2.7.1. The O&M Cost for the opening year (2021) would be around US$17.46 million. This value is estimated considering that within the initial investment cost, the manufacturer is delivering spare parts equivalent to three years of operation. Hence that cost is not included for the period 2021-2023, however, a cost of US$4.39 million per year is estimated for the necessary for consumable materials for maintenance, which are not included in the initial investment cost.
As a verification of the cost, the value of O&M cost per track km and per train-km of the SKYTRAIN was compared with the seven (7) existing monorail systems in Japan. The average of the existing Japanese systems is shown in
Table 2.7.2. In turn, the ratios for the SKYTRAIN are 1.78 US$M/km and 15.5 US$/train-km, which indicates an acceptable range for the SKYTRAIN.
2 Proposed name. Final name to be decided by Sri Lankan authorities
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Table 2.7.1 Operation & Maintenance Cost
Source: SKYTRAIN Study Team
Table 2.7.2 Comparison with Existing Monorail Systems (million USD)
Source: Japan Railways Annual Statistic Handbook, 2010
Operatio
nStations Cars train-km OM Cost
OM
Cost/km
OM Cost/
train-kmkm 1000 train-km/year US$M/year mil.US$/km USS/train-km
Tokyo (6cars) 17.8 11 120 3,321.5 75.6 4.25 22.76
Osaka (4cars) 28.0 18 84 2,284.0 38.9 1.39 17.04
Tama (4cars) 16.0 19 64 1,347.5 32.5 2.03 24.08
Chiba (2cars) 15.2 18 36 1,173.0 19.8 1.30 16.87
Okinawa (2cars) 12.9 15 26 1,047.0 13.6 1.06 13.03
Syonan (2cars) 6.6 8 21 617.3 11.2 1.70 18.13
Kitakyusyu (4cars) 8.8 13 40 666.8 12.1 1.37 18.14
Japanese average: 1.87 18.58
Operator
Unit : US$Mill
Item/Year 2021 2024 2025 2030 2035
Manpower 8.86 8.86 9.54 10.10 10.10
Administration, OCC, fixed 1.95 1.95 1.95 1.95 1.95
Stations 2.28 2.28 2.28 2.28 2.28
Civil, Tracks 1.82 1.82 1.82 1.82 1.82
Rolling Stock 1.48 1.48 2.15 2.71 2.71
Power 0.25 0.25 0.25 0.25 0.25
Cleaning Staff 1.08 1.08 1.08 1.08 1.08
Spare Parts 4.39 19.97 26.24 32.51 32.51
Power 4.20 4.20 6.40 8.14 8.14
Total 17.46 33.04 42.18 50.74 50.74
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CHAPTER 3 Project Evaluation (Economic/ Financial Analysis)
3.1 Economic Evaluation
Economic evaluation was conducted for the monorail line between Kotahena and IT-park via Malabe Line (Line 1), the line between National Hospital and Kollupitiya (Line 2), and the MMC and the P&R facilities. It examines the economic feasibility of a project through cost-benefit analysis from a viewpoint of the national economy, where the quantified project benefits are compared with the economic cost of the project.
Total project cost of the monorail project consists of the construction work cost, rolling stock procurement cost, cost for consulting services, physical contingency and O & M cost of the project. It is also assumed that additional cost for the monorail rolling stock and the depot will be procured in 2030 to meet the increased demand. They were estimated in constant 2014 prices, identified by each category of foreign/local cost for the economic evaluation and then converted into economic prices for the economic evaluation under the assumptions described below.
a) Base Year: Year 2014
b) Project Life: 30 years after the start of operating services of the monorail considering the life period of the infrastructure.
c) Life Period: Life periods of the facilities are estimated as the following years based on the physical life period of the infrastructures and rolling stocks.
Civil works, structures and buildings: 50 years
Rolling stock: 30 years
d) Replacement cost of the facilities and rolling stock is estimated based on its life period.
e) Financial and Economic Costs: Considering value added tax other tax duties as well as subsidies from the government which should not be counted as economic cost for economic analysis, financial costs of the initial investment are converted into economic cost. Please refer the main report for the detail assumptions.
f) Discount Rate: A discount rate of 12% is used considering the description in "Assessing Public Investment in the Transport Sector 2001" by the Ministry of Finance and Planning as well as other projects in the transport sector in Sri Lanka.
g) Inflation: Inflation is not taken into account either in the benefit or cost estimates during the evaluation period.
h) Foreign Exchange Rate: The foreign exchange rate is fixed at the following rate as of 2014 and the shadow exchange rate is not considered.
US Dollar 1.00 is equivalent to LKR 130.4550, the monthly average exchange rates of May 2014, according to the Central Bank of Sri Lanka. US Dollar 1.00 is equivalent to 101.79 JPY, the monthly median exchange rates of Tokyo market of May 2014 according to Bank of Japan.
i) Fare level of the monorail is assumed to be as same as current normal bus fare.
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The benefit of vehicle operating cost is estimated as the difference of vehicle operating cost between “With Project” and “Without Project”. The vehicle operating cost is derived from the computed daily vehicle-kilometres for each operating speed and the unit vehicle operating cost for each speed by vehicle type. The daily vehicle-kilometres for both cases of “With Project” and “Without Project” are obtained as the traffic assignment results in the transport demand forecast.
The benefit of passenger travel time cost is estimated as the difference in passenger travel time cost between “With Project” and “Without Project”. The passenger time cost is derived from the computed daily passenger-hours and the unit passenger time cost of the three income groups by vehicle type. The daily passenger-hours for both cases of “With Project” and “Without Project” are obtained from traffic assignment results.
The benefit of reduction in traffic accidents are also estimated as the difference of volume of accident loss between “With Project” and “Without Project”. The benefit of reduction of carbon dioxide (CO2) was considered as the difference of the emission between “With” and “Without” the Project.
Result of Cost Benefit Analysis
The Economic Internal Rate of Return (EIRR) was estimated at 16.7%. The net present value is estimated at 70.7 billion rupees. Cost benefit ratio was 1.61.
Sensitivity Analysis
The effect of variations in the costs and the benefits on the EIRR is examined, when the cost increases by 10% and the benefits decrease by 10%, simultaneously. The EIRR of the project is 14.6 % which is higher than the discount rate, 12%.
In addition, there is a variety benefits derived from the monorail project implementation, although they are not included in the benefits of this economic evaluation:
• Land value along the monorail is also expected to increase “With Project”. However it is difficult to distinguish and estimate the increased value solely due to the monorail project implementation, since there are a variety of factors to determine the land prices in addition to the monorail project implementation.
• The monorail project will reduce emission of air pollutants such as carbon monoxide, nitrogen oxide, sulphur oxide, and suspended particle matter from private vehicles. This can improve the health of residents in the Western Province.
• The project will also contribute to reduce the emission of greenhouse gas which has an impact on the global warming.
Taking these benefits into consideration, the monorail project is an economically viable project.
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3.2 Financial Evaluation
Financial evaluation is implemented based on the estimation in terms of revenues, construction
costs, and operation and maintenance costs (O&M). Additionally, required financial conditions
are assumed.
As a first step of financial evaluation, based on the said estimation in terms of revenues,
construction costs, and operation and maintenance costs, the financial internal rate of return
(FIRR) without loan interest is calculated in order to examine the return on the total investment.
In this case, FIRR is calculated regardless of financing conditions without interest cost in which it
is assumed that the initial investment is done without any loan. Then, based on the assumption
on the financing plan, the cash flow analysis is implemented by use of value for money (VMF).
The following are the assumptions for general conditions in the financial evaluation.
a) Base year: Year 2014
b) Evaluation period: 34 years after the start of operating services of the monorail considering
the completion period of the loan repayment as well as the interest payment.
c) Life period and Replacement Cost: same as the assumptions of Economic Analysis
d) Discount Rate: A discount rate of 2.6% is considered as the following calculation.
Real rate of interest (2.6%) = Nominal rate of interest for the government bond (6.9%3) - Rate
of inflation (4.3%4)
e) Inflation: Inflation is not taken into account either in the revenue or cost estimates during the
evaluation period.
f) Foreign Exchange Rate: same as the assumptions of Economic Analysis
Financial Cost
Total project cost of the SKYTRAIN project consists of the construction work cost, rolling stock
procurement cost, cost for consulting services, physical contingency, and O&M cost of the project.
It is also assumed that additional cost for the monorail rolling stock and the depot will be procured
in 2025 and 2030 to meet the increased demand.
Revenue
The revenues are composed of the monorail fare and the railway related business as in the
following Table 3.2.1. The monorail fare is set the same as the normal bus level which is 1,221
LKR million per year in the opening year of 2020. Based on the demand forecast, the annual
fare revenue will be increased.
3 May 2014 4 The average from January to June 2014
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Table 3.2.1 Estimation of Revenue
Item Unit cost, area and operation rate Amount (LKR mil)
Monorail
Railway related Floor space for lease 5,382 LKR/m²/month, 800 m²,
operation rate=95% 49.08
Advertisement space (station)
50,000 LKR/m²/month, 2,500 m²,
operation rate=85% 1,275.00
Advertisement space
(inside monorail car)
50,000 LKR/train/month, 24 trains,
operation rate=85% 11.22
Advertisement space (exterior monorail car)
50,000 LKR/train/month, 24 trains,
operation rate=85% 11.22
Car parking at P&R 75 LKR/hour, 9hours/car, 900 cars/day,
360 days 218.70
Total 1,565.22
Source: SKYTRAIN Study Team
Summary of Financial Evaluation
The NPV of the government cash flow funded by JICA STEP loan shows less government deficit rather when compared to another loan in order to implement the SKYTRAIN Project.
When the government of Sri Lanka takes a STEP loan5 from JICA to cover the construction cost of the monorail and rolling stock, and then operates the monorail, and receives the revenue from the operation of the monorail, the NPV of the government cash flow shows the negative value of 141.63 LKR billion. If the government takes another loan from other country, which the interest rate is 3.6% per annum, and the repayment of principals is 16 years including 4 years grace period, the NPV of the government cash flow shows the negative value of 224.05 LKR billion.
In the case that a public corporation operates the monorail, the corporation is responsible for the O&M cost and receives the revenue from the operations of the monorail, and the government is responsible for the construction cost of monorail, loan repayment and interest, and receives the loan. The NPV of the public corporation shows a negative value of 35.34 LKR billion with the fare level of normal bus.
In other cases of the fare level of semi-luxury bus and increase in steps6, these NPVs show negative values as shown below. Only the NPV with the fare level of luxury bus shows a positive value of 1.13 LKR billion, though the cash flow indicates negative from the year of 2024 to 2034. This negative period is caused by the increase of O&M on the monorail due to the purchase of new rolling stocks in 2025 and the expansion of the depot in 2030 for catching up the increase of demand after 2030.
・ Normal bus level : -35.34 LKR billion
・ Semi-Luxury bus level : -15.51 LKR billion
5 In the STEP loan, the purchase of additional rolling stocks in 2025 and 2030 as well as the construction cost of the depot for expansion in 2030 are not included. The total amount of STEP loan is 252.89 LKR billion. 6 This fare is increased in steps, in which the normal bus level is set up from the opening year to 2024, semi-lux.
level from 2025 to 2034 and lux. level from 2035.
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・ Luxury bus level : 1.13 LKR billion
・ Increase in Steps : -7.23 LKR billion
To improve the financial sustainability, the case study which the public corporation includes the additional revenue from MmTH with Mall-1 (3.2 billion LKR/year) is examined. It is found that this public corporation has the possibility to cover the O&M even from the fare revenue of normal bus level. (NPV with different bus fare level / Normal bus level: 13.28 LKR billion, Semi-Luxury bus level: 33.10 LKR billion, Luxury bus level: 49.75 LKR billion, Increase in Steps: 41.39 LKR billion)
CHAPTER 4 Findings and Recommendations
In this Final Report, the entire Feasibility Study result of the Integrated Transport System with Monorail (SKYTRAIN) project has been presented. As the summary of the result, following points are the findings of the project:
・ The monorail system which includes civil structures and electrical and mechanical systems was designed as a technically and economically suitable and effective solution for the introduction of a new transit system in the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands under the constrains within the urban area of Colombo. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area.
・ The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system.
・ In terms of financial sustainability, the public corporation is difficult to operate a monorail system to increase the fare up to luxury bus level even if the monorail fare setting has the flexibility for demand control. When the public corporation receives the additional revenue from MmTH with Mall-1, the public corporation has the possibility to cover the O&M.
・ In terms of environment and social aspect, EIA study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal. Although the impact from the project during construction stage could be significant particularly for items such as noise/vibration, traffic and social infrastructure, the impact could be minimised and mitigated to a great extent if appropriate mitigation measures are implemented as suggested in the EIA study.
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・ Social study revealed that impact on agricultural land is relatively high due to acquisition of such land for construction of depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low, since the monorail route traverses mainly through the already existing road network.
Therefore, the project is expected to be implemented as the introduction of the new transit system not only for the public transport user but also the entire residence of Colombo city. In addition, it is to be desired that the monorail project is developed together with MmTH in terms of financial sustainability.
Recommendations on the Project
Formulation of Project Management Unit (PMU): In order to successfully implement the project smoothly and effectively, the project management unit (PMU) shall play an essential role in communicating among stakeholders and to drive the project. Before official approval of the project, it is necessary to reinforce the core team in the MOT since they play a role for the implementation of the project. Then, right after the approval, it is recommended to start formulating the PMU with a sufficient number of human resources from the necessary fields and preparing the actual implementation. It will be helpful to study similar experiences from other countries for the enforcement of the PMU.
Institutional Arrangement for Monorail Operation/Management: Close discussion on how to arrange the institutional arrangement of monorail operation is essential. This study provided several ideas of operational bodies for monorails, so that more effective operation/management methods should be examined before starting operation.
Environmental Impact Assessment: Draft EIA report was prepared according with TOR issued by CEA. The draft EIA report shall be submitted to CEA for adequacy checking and shall be finalized based on comment from CEA. After finalization of draft EIA, it is recommended to conduct stakeholder meeting to disclose the result of EIA study to public and seek any comment against the project. The comment raised from public shall be adequately considered and draft EIA report shall be updated to address a comment as necessary.
Resettlement and Relocation Activities: As we discussed in the report, the resettlement and relocation activities affect the construction plan and periods directly. In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project. It is also important to update the draft RAP based on the stakeholders’ perceptions / opinions through continuous stakeholder meetings.
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CHAPTER 1 Introduction
1.1 Background
The transport demand has increased remarkably over the past few years, especially in Colombo
Metropolitan Area1, which consists of Colombo Municipal Council (CMC) and adjacent areas
which are strongly related to urban transport.
The speed of road vehicle flow has declined resulting in higher vehicle operating cost for vehicle
owners and environmental deterioration to the entire community. These impacts negatively
affect not only the economic development in the Colombo Metropolitan Area, but also that of the
country because around half of the economic activities are concentrated in this area. In addition,
the nation’s largest international airport and seaport are located within/surrounding the area. The
Colombo Metropolitan Area and suburbs, therefore, require improvement and development of the
transport system to tackle the increasing transport demand.
As the largest metropolitan area in Sri Lanka, the population of Western Province had 5.84 million
inhabitants in 2012. It is estimated that the total population of Western Province will increase to
7.9 million persons in 2035 and economic growth with urban development plans are also expected.
Thus the total person trip demand would increase and the trip demand made by private mode of
transport such as passenger cars, three wheelers and motorcycles would increase rapidly due to
said population growth and expected increase of household income.
Current traffic congestion becomes serious during morning and evening peaks within and around
the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due
to the anticipated increasing demand if appropriate countermeasures are not taken. Less
utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers,
insufficient capacity of public transport and poor enforcement of traffic rules aggravate the
situation.
In order to develop an efficient urban transport network and promotion of a reliable and safe
transport system, the objectives of the Urban Transport System Development Project for Colombo
Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are:
• To prepare reliable transport data that can be utilised to evaluate and formulate transport
development plans/projects in a scientific manner by conducting an area-wide transport
survey.
• To formulate a comprehensive Urban Transport Master Plan for the Colombo
Metropolitan Area including the six transport corridors prioritised by the Ministry of
Transport with justification of selected priority/leading projects for short-term, mid-term,
1 The CoMTrans urban transport master plan defines the area under the following Divisional Secretariat Divisions;
Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri
Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura,
Bandaragama and Kalutara.
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and long-term implementation.
• To conduct a feasibility study on the prioritised projects under the comprehensive urban
transport master plan.
The CoMTrans project commenced in August 2012 and the urban transport master plan was
proposed and discussed with the relevant government agencies including a series of Steering
Committee meetings. The list of the members of the Steering Committee and the meetings are
summarised in Table 1.1.1 and Table 1.1.2.
Table 1.1.1 List of the Members of the CoMTrans Steering Committee
Chair
Secretary Ministry of Transport
Members
Additional Secretary Ministry of Defense and Urban Development
Secretary Ministry of Highways, Ports and Shipping
Assistant Director Ministry of Private Transport Services
Assistant Director Ministry of Environment
Additional Director General
Director Department of National Planning
Director Department of External Resources
Director / Western Province Urban Development Authority
Director (Planning) Road Development Authority
Chairmen Sri Lanka Transport Board
Additional General Manager Sri Lanka Railways
Secretary Western Provincial Council/Provincial Ministry of Transport
Japan International Cooperation Agency
Provisional Members
Director Engineering (Traffic,
Design & Road Safety)
Colombo Municipal Council
Deputy Inspector General,
Traffic (Western)
Sri Lanka Police
Note: Advisor(s) from academia attended the Steering Committee meeting with recommendation from chairman and the
team.
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Table 1.1.2 List of the CoMTrans Steering Committee Meetings
No. Date Topic
1 29th August, 2012 Comments on the Inception Report
Decision on the Members of the Steering Committee and the
Technical Committee
Decision on the Undertakings of the Government of Sri Lanka
2 12th March, 2013 Progress of the Transport Surveys
Goals of Urban Transport System Development
Population Framework
Road Network and Transit Network Options
3 17th May, 2013 Progress of the Transport Surveys
Preliminary Results of the Transport Surveys
Concept of Transit Route Options
4 21st June, 2013 Preliminary Results of Transport Surveys
Concept of Transit Options by Corridor
Proposal of Integrated Transport System with Monorail
Concept of Multi-Modal Transport Hub
5 18th November, 2013 Draft Urban Transport Master Plan
Current Transport Condition
Vision, Goal and Strategies of the Master Plan
Future Socio-Economic Framework and Demand Forecast
Proposal and Evaluation of Corridor Project Options
Proposal and Evaluation of Non-Corridor Project Options
Benefit of the Master Plan
Comments on the Master Plan
6 11th February, 2014 Concept of the Integrated Transport System with Monorail,
SKYTRAIN
Monorail System and Route Options
MmTH Concept Design
Cost Estimation and Economic Viability of the Project
7 12th August, 2014 Explanation of the Finalised Master Plan
The SKYTRAIN Project
Progress of the Environmental Impact Assessment (EIA)
System Design of the SKYTRAIN Project
Institutional Arrangement
Economic and Financial Viability of the SKYTRAIN Project
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The CoMTrans master plan proposed four goals for urban transport system development in CMA.
• Equity in Transport to All the Members of Society
• Efficiency in Transport Systems to Support Economic Activities
• Environmental Impact and Health Promotion Related to Transport
• Traffic Safety and Security in Transport
To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use
of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to
promote health, and 4) to reduce transport accidents and to improve security.
The Colombo Metropolitan area is experiencing rapid motorization due to vigorous economic
growth especially after the end of the Conflict in 2009. On the other hand, public transport,
especially bus is losing the share because of low service level and traffic congestion. While a
bus has the largest share among all transport modes, bus ridership is affected by the traffic
congestion. This results in the vicious circle of motorization. The more roads are congested,
the less people use buses due to long travel time of buses. It is estimated that the share of
motorised private transport will continuously increase, and, it will reach 59% in 2035 if the
government keep the status quo policy as shown in Figure 1.1.4. Therefore, policy intervention
is essential to prevent people from shifting to private modes of transport and enhance using public
transport.
This is also empirically proven by experiences of many urban areas in the world. Figure 1.1.1
shows vehicle ownership and gross regional products (GRP) per capita of cities in the United
States (U.S.), the European Union (EU) and Asia. Cities in U.S., EU and developed Asian cities
took different paths. While U.S. cities are dependent on cars, developed Asian cities succeeded
to deter vehicle ownership with development of public transport systems. As show in Figure
1.1.2, the share of public transport will continuously decrease with economic growth if the
government does nothing. While some U.S. cities are recently trying to increase the share of
public transport to reduce externalities of private mode of transports, a limited number of cities
have succeeded to regain a share of public transport. Once car ownership and a share of private
mode of transport increases, it is difficult to reverse it due to the captive characteristics of car
users.
With the decrease of travel speeds on the roads due to the abovementioned severe traffic
congestion, the travel time of buses will increase. This might accelerate the shift to private
modes of transport. It is highly expected to break this vicious circle though provision of
convenient, fast and high capacity public transport modes.
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0
100
200
300
400
500
600
700
800
900
0 10 20 30 40 50 60
GRP per capita ('000 US $)
No of cars per 1000 population
US cities European cities
Developed Asian Developing Asian
Tokyo
New York
Atlanta
Rome
Singapore
Hong Kong
Taipei
Seoul
Athens
Paris
London
JKT BJG
ShanghaiMNL
Frankfurt
Houston
BKK
US cities
EU cities
Developed Asian cities
Source: Morichi, S and Acharya, S.R. (eds.) (2012) Transport Development in Asian Megacities -A New Perspective-,
Springer
Figure 1.1.1 Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian
Cities
Timing
Indicator
Desirable path
Do-nothing-path
Feasible
Public Transport mode share
Difficult
Unfeasible
AppropriateEarly Late
Feasible
Public transport mode share and timing of transit investment
Source: Hanaoka, S. (2014) ” International Experiences in Urban Transport Policies and Financial Options for Urban
Transport Projects” presented for CoMTrans Special Seminar on Sustainable Urban Transport Development on 21st
January, 2014
Figure 1.1.2 Public Transport Mode Share and Timing of Transit Investment
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Total person trip demand would increase by 1.75 times from 2013 to 2035 however it should be
noted that the trips made by private cars would increase from 0.93 million trips in 2013 to 5.55
million trips in 2035, which implies that the growth of trips by cars accounts for almost six times
of the increase during the period as illustrated in Figure 1.1.3.
In 2013 the share of public transport in the Western Province is 58%; however, the share of public
transport would fall to 41% in 2035 if no improvement of public transport was undertaken as
shown in Figure 1.1.4. It is evident that Colombo Metropolitan Area also might follow the same
path with U.S. cities if no action is taken. This phenomenon is irreversible as shown in Figure
1.1.2. It is, therefore, essential and urgent to take drastic measures to improve service level of
public transport.
0.932.57
3.655.55
1.01
1.21
1.29
1.45
0.90
1.04
1.09
1.24
3.86
4.75
5.11
5.82
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
2013 -
Present
2020 -
Car
Oriented
2025 -
Car
Oriented
2035 -
Car
Oriented
Public Transport
3 Wheeler
Motorcycle
Car
Unit: Mn. trips per day
Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport
Figure 1.1.3 Increase of Person Trips by Mode of Transport: 2013 - 2035
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14%
27%
33%
39%
15%
13%
12%
10%
13%
11%
10%
9%
58%
50%
46%
41%
0% 20% 40% 60% 80% 100%
2013 - Present
2020 - Car Oriented
2025 - Car Oriented
2035 - Car Oriented
Car Motorcycle 3 Wheeler Public Transport
Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport
Figure 1.1.4 Change of Modal Share for Car Oriented Scenario: 2013 -2035
Under the abovementioned major transport policies of the master plan, comprehensive analyses on
major transport corridors, the inner city area and other areas have been conducted. The master
plan study identified seven major transport corridors; Negombo, Kandy, Low Level, Malabe, High
Level, Horana and Galle Corridors, due to their high level of traffic volume. Based on the
formulated socio-economic framework and future demand forecast, solutions for the transport
corridors were evaluated. Several transport policies were selected for these corridors. Inner
city projects and non-corridor transport projects were also proposed and evaluated. The
proposed road and public transport infrastructure development network is illustrated in Figure
1.1.5.
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Source: Final Report, CoMTrans
Figure 1.1.5 Entire Transport Network Plan in 2035
Monorail
New Railway Line
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The proposed projects for the seven transport corridors are summarised in Table 1.1.3.
Table 1.1.3 Summary of Development Options for the Seven Corridors
Note: “Modernized” includes electrification, double tracking, improvement of signalling and telecommunication,
procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the
railway can significantly improve railway capacity.
Source: CoMTrans Study Team
The transport network comprises links and nodes. While the aforementioned corridor projects
and circular roads and public transport projects create links between traffic generating points,
these links have to be connected in a proper manner at a node which means a railway station, an
inner and intra provincial bus terminal, a BRT station, a monorail station and a parking facility.
The smooth connection at a transport node of a network is essential to make a link project viable.
In the case of CMA, all the transport modes are concentrated in the Fort and Pettah areas.
However, the linkages of these transport modes as well as with the hinterlands are not well
organised.
Taking various factors into consideration such as current and future transport volume, degree of
traffic congestion, accessibility to public transport, size of investment, public transport network
development, urban planning perspective and economic and financial viability; the Steering
Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has
decided to focus on ;
1. Monorail system for Malabe Corridor,
2. Multi-Modal transport facilities,
3. Park and Ride facilities (P&Rs) at the monorail stations.
The Committee also named this package of projects as the “Integrated Transport System with
Monorail, SKYTRAIN” with a view to the first elevated transport system on the Island. While
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each single component of the “SKYTRAIN” project might not be sufficient to significantly
improve public transport ridership, this package mutually benefits each component by improving
the convenience of the public transport system as a network. In this study, the feasibility study of
the SKYTRAIN project is undertaken.
Source: SKYTRAIN Study Team
Figure 1.1.6 Components of SKYTRAIN Project
Source: SKYTRAIN Study Team
Figure 1.1.7 Images of Monorail System
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This report, therefore, covers the third objective of the CoMTrans Project; conducting a feasibility
study on the “Integrated Transport System with Monorail, SKYTRAIN”, the prioritised projects
under the comprehensive urban transport master plan for the Monorail in Malabe Corridor.
It should be noted that all public transport modes including the monorail network, railway network
and BRT network should be linked closely as the majority of public transport passengers transfer
between several modes of transport from their origins to their destinations. However, the
feasibility study on the SKYTRAIN project was only conducted in the scope of the CoMTrans
project. Therefore, the feasibility studies on other transport projects are strongly awaited.
1.2 Scope of the Feasibility Study
In order to achieve the study objectives mentioned above, the feasibility study shall cover the
following components according to the Record of Discussions of the CoMTrans project:
1) Conduct supplementary surveys
2) Prepare/select design standards for the project
3) Conduct preparatory design of the project
4) Conduct economic and financial analyses
5) Conduct EIA
6) Prepare an implementation strategy
7) Prepare an operation and maintenance strategy
This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical,
economic, financial and environmental perspectives.
1.3 Structure of Report
This report consists of the following chapters:
• Chapter 2 elaborates selection of routes and mode of the proposed transport system on
Malabe Corridor based on the CoMTrans urban transport master plan. With a view to the
technical, economic, financial and environmental aspects; the selection procedure of a
route and a mode is discussed.
• Chapter 3 describes the current and estimated passenger demand of the monorail system
for Malabe Corridor in line with the demand forecasting methodology of the CoMTrans
urban transport master plan. The location of the monorail stations are also mentioned in
this Chapter.
• Chapter 4 discusses several alternative alignments of the monorail system and proposed
the appropriate alignment for CMA. As there are several control points on the corridor
such as socially and environmentally sensitive areas, alternatives are examined to
minimise social and environmental impacts as well as to improve the efficiency of the
system.
• Chapter 5 proposes the details of the monorail system including operation plan, train
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procurement plan, depot plan, typical structure of the monorail, signalling and
telecommunication systems, and electricity plans with technical details.
• Chapter 6 summarised the estimated project cost of the monorail system on the Malabe
Corridor proposed in Chapter 5 with a breakdown by major cost items.
• Chapter 7 shows a possible overall project schedule for the basic design, detailed design,
tender procedure, construction and trial running until commencement of operation of the
monorail system.
• Chapter 8 presents the transport administration in CMA and proposes an implementation
scheme and organizational structure for operation and maintenance for the monorail
system.
• Chapter 9 explains the Multi Modal Centre and P&R facilities. Concepts, layout plans and
cost estimates are describes.
• Chapter 10 depicts the results of the analysis on the economic evaluation of the
SKYTRAIN project with the passenger demand and the total project cost estimated.
• Chapter 11 discussed the financial aspect of SKYTRAIN project, especially the
sustainability of the operation and management of the Monorail system.
• In Chapter 12, environmental and social impacts such as air pollution, water pollution,
noise, vibration, ground subsidence, irrigation, fauna, flora, biodiversity, global warming,
land acquisition, and resettlement due to the proposed monorail system as well as
mitigation methods are examined.
• Chapter 13, finally, mentions the summary of findings and recommendations for the
SKYTRAIN project and other necessary actions to be taken for realization of the project.
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CHAPTER 2 Corridor and Mode Selection
2.1 Selection of Corridor
This section discusses selection of corridors for the proposed transit system in Colombo Metropolitan Area (CMA). Detail examination on route alignment is described in Chapter 4.
2.1.1 Current and Future Perspective of Transport in Colombo Metropolitan Area
The Screen Line Survey at the boundary of Colombo Municipal Council (CMC) results showed that Malabe Corridor has the highest number of vehicles followed by Kandy Corridor and Galle Corridor as shown in Figure 2.1.1.
Source: CoMTrans Screen Line Survey, 2013
Figure 2.1.1 No. of Vehicles by Mode (Both Directions, 1,000 per Day)
Travel speeds of major transport corridors are show in Figure 2.1.2. Malabe Corridor and Galle Corridor were the lowest peak hour average travel speed of 13.8 km/h. The five percentile lowest travel speeds of the Malabe Corridor was 8.0 km/h which is the lowest among all transport corridors.
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13.8
15.9
19.5
16.5
14.715.6
13.8
5.3 5.4
6.7
5.16.2 6.2 6.2
2.5 2.63.4
2.43.0 3.1 3.0
0.7 0.7 1.1 0.7 0.8 0.9 0.9
0.0
5.0
10.0
15.0
20.0
Malabe Kandy Negombo Low
Level
High
Level
Horana Galle
2013
2020
2025
2035
km/h
8.0 km/h
Average speedat peak hour
Average speedat peak hour on corridor 15~20km from Fort
est.
est.
est.
To Kaduwelavia Malabe
To Kadwatha To KaduwelaTo Ja Ela To Kottawa To Peliyandala To Moratuwa
9.3 km/h
14.5 km/h
10.9 km/h
9.0 km/h
10.6 km/h
8.4 km/h
Malabe5 percentile peak hour speed
Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario).
Figure 2.1.2 Peak Hour Travel Speed of Major Transport Corridors
In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in 2035. In addition, In line with the economic growth as shown in Table 2.1.1, the share of income group with equal to or more than LKR 8,000,000 will be majority in 2035 as shown in Figure 2.1.4. This means that a number of people is affordable to purchase a passenger car.
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
8,000,000
9,000,000
2001 2012 2015 2020 2025 2030 2035
Kalutara District
Gampaha District
Colombo District
Note: After 2015, the projected populations are shown in the High, Medium, and Low growth scenarios. Source: CoMTrans Study Team
Figure 2.1.3 Population Projections to 2035
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Table 2.1.1 GRDP Forecast
GRDP
(Constant
Price)
(Mil. LKR)
GRDP of Primary Industry
(Mil. LKR)
GRDP Secondary Industry
(Mil. LKR)
GRDP Tertiary Industry
(Mil. LKR)
Share of
Primary
Industry
Share of
Secondary
Industry
Share of
Tertiary
Industry
2007* 1,037,979 30,101 331,115 675,724 2.9% 31.9% 65.1%
2008* 1,074,024 33,295 340,466 700,264 3.1% 31.7% 65.2%
2009* 1,122,769 31,438 370,514 720,818 2.8% 33.0% 64.2%
2010* 1,186,453 35,594 378,479 771,195 3.0% 31.9% 65.0%
2011* 1,271,404 40,685 415,749 814,970 3.2% 32.7% 64.1%
2012** 1,340,802 42,906 438,442 859,454 3.2% 32.7% 64.1%
2015*** 1,603,800 47,900 532,300 1,023,600 3.0% 33.2% 63.8%
2020*** 2,209,700 58,900 751,800 1,399,000 2.7% 34.0% 63.3%
2025*** 2,971,100 70,600 1,036,200 1,864,300 2.4% 34.9% 62.7%
2030*** 3,828,000 81,200 1,368,500 2,378,300 2.1% 35.7% 62.1%
2035*** 4,702,200 88,900 1,723,200 2,890,100 1.9% 36.6% 61.5%
Note: * Source: Central Bank of Sri Lanka, ** Estimation, CoMTrans Study Team, *** Projection, CoMTrans Study Team
Note: Group C is less than LKR 40,000. Group B is LKR 40,000 - 79,999. Group A is LKR 80,000 and above.
2012 Estimation from CoMTrans Home Visit Survey. Income Unknown: 10,961 (0.2%)
2015-2035 projection, CoMTrans Study Team
Figure 2.1.4 Proportion of Projected Population by Income Level in Western province
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2.1.2 Proposal of CoMTrans Urban Transport Master Plan
The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified.
With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table 1.1.3.
A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration.
While analyses of the transport corridor might give direction on corridor-wise transport system development, it is also essential to take the entire transport network into account, such as circular and inner city transport systems. For the purpose of proposing the best transport policy for the CMA, several transport system development scenarios, including corridor-only base case, intensive highway development, combined public transport and highway development, and public transport intensive scenarios were analysed and several performance indicators were estimated. The public transport intensive scenario with transport demand management (TDM) was selected by the multi-criteria analysis. Considering budget constraints for transport development for the CMA, phasing of the master plan was proposed.
The proposed master plans for the public transport network development for the short, intermediate and long terms are shown in Figure 2.1.5, Figure 2.1.6 and Figure 2.1.7 respectively.
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Source: Final Report, CoMTrans
Figure 2.1.5 Short-Term Public Transport System Development Plan
Monorail
New Railway Line
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Source: Final Report, CoMTrans
Figure 2.1.6 Intermediate-Term Public Transport Development Plan
Monorail
New Railway Line
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Source: Final Report, CoMTrans
Figure 2.1.7 Long-Term Public Transport Development Plan
Monorail
New Railway Line
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2.1.3 Why Malabe Corridor?
(1) The Highest Demand
Malabe Corridor connecting Colombo Municipal Council, Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. Average travel speed on the corridor is 13.8 kilometres per hour during peak period at the boundary of Colombo Municipal Council.
(2) Corridor without a Transit System with Urban Development Projects
It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport.
Multi-criteria analysis for mode selection was conducted from the perspective of capacity, speed, land acquisition, initial cost, operation and maintenance cost, daylight interference and aesthetical aspects, and, a monorail system was selected.
(3) Consideration of Constraints
Since monorail requires less land acquisition and has a large capacity, monorail is also identified as an ideal option for inner city transport solutions. The northern area of the CMC, with no public transit access, has a population of approximately 192,000 according to Census of Population and Housing, 2013. As population density of this area is relatively higher than other areas in the CMC, it would take time to construct a new road which requires a significant amount of vacant lands.
In the Kelaniya area, a Multi-modal transport centre (MMC) is proposed considering the strategic location where the railway Main Line, Kandy road and Negombo road meet. A number of long-distance buses on Kandy road, intra provincial buses on Kandy and Negombo roads, proposed bus rapid transit (BRT) service and railway service will be linked together. The monorail system is expected to connect to Kelaniya MMC.
In the master plan, three key transit systems, modernised railway, bus rapid transit and monorail are proposed. These three transport modes should be inter-connected to function as one public transport network. To cover all seven transport corridors and to connect monorail with modernised railway and BRT on Galle road corridor, a short extension line from Town Hall area to Kollupitiya also was proposed.
2.1.4 Route Options
As mentioned in the previous sub-section, the CoMTrans urban transport master plan selected monorail for Malabe Corridor and High Level Road Corridor. The section from Kelaniya – Fort – Town Hall – Battaramulla – Malabe – Kaduwela and Kollupitiya – Town Hall were recommended for monorail in the short-term as shown in Figure 2.1.5. This feasibility study is
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in line with this master plan proposal. While approximate locations of corridors and routes are mentioned in the master plan, there is room for discussion on route alignment. This sub-section aims to present major options on routes and major discussion points.
(1) Northern Colombo Section (Kelaniya to Fort)
Though the CoMTrans master plan proposed to connect Fort and Kelaniya, the alignment between these two locations remains unclear. Two alternatives are considered for the Northern part of Colombo as shown in Figure 2.1.8.
Source: SKYTRAIN Study Team
Figure 2.1.8 Route Alternatives of Northern Colombo Section
While the northern part of Colombo has approximately 192,000 residents according to the Census of Population and Housing 2012, access to the area is only by private mode of transport or buses. The results of the home visit survey by the CoMTrans Project indicated that most trips were for short travel distances and that it was difficult to reach economic and social activities in other parts of the city. The roads in this area are narrow and the high density of housing does not permit improving road access much further. There is no railway service to this area.
Figure 2.1.9shows accessibility from the railway station and population density as of 2012. It is evident that the northern part of Colombo has higher population density but no railway access.
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&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
&3
Ragama
Horape
Navinna
Nugegoda
Baseline
Dehiwala
Kelaniya
Maradana
Maharagama
Udahamulla
Kotta Road
Wellawatta
Hunupitiya
Wanawasala
Dematagoda
Kirillapone
Narahenpita
Kollupitiya
Secretariat
Enderamulla
Pangiriwatta
Slave Island
Colombo Fort
Bambalapitiya
0 1 2 3 40.5Kilometers
±
Population Density(Person/Sq Km)
800 m Buffer from Railway Station
Below 10
10-20
20-40
40-60
60-100
Above 100
&3 Railway Station
Railway
A Class Roads
B Class Roads
Other Roads
Source: Population data: Census of Population and Housing, 2012 by Department of Census and Statistics; Illustration by CoMTrans
Figure 2.1.9 Access to Railway Stations and Population Density
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(2) City Centre
In the centre of Colombo Municipal Council, two routes are proposed in the master plan. The main line takes the route from Malabe to Kotahena via Battaramulla, Borella, National Hospital (Town Hall), Fort, Pettah, and Maradana. A short extension line runs from National Hospital (Town Hall) to Kollupitiya. There was an idea to extend the short extension line further to the north and cross the main line at Town Hall or another location. However, the monorail piers will be significantly tall structures such as 30m from the ground level if these two lines cross. Considering the landscape of the National Hospital (Town Hall) area where parks and historic buildings are located, the height of monorail pier and beam structure should be minimised. Therefore, it is proposed to connect the two lines in the National Hospital (Town Hall) area without tall structures.
Source: SKYTRAIN Study Team
Figure 2.1.10 Proposed Route around City Centre
For the section between the National Hospital (Town Hall) area and Welikada area, two alternative routes are proposed as shown in Figure 2.1.11. The figure shows land use patterns and major trip generating points. The original dotted alignment followed Ward Place road, Baseline Road and Sri Jayawardanapura Mawatha because of the relatively straight alignment. However, the original route is away from major trip generating points and commercial and business land use. Therefore, the new alignment which follows E. W. Perera Mawatha, Gnanartha Pradeepa Mawatha and Dr. N. M. Perera Mawatha is proposed. Stations on the proposed route can cover major trip generating points such as major hospitals, schools and government buildings within walking distance.
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!!
!!
!! !!
!!
!!
!!!!
/
;
/
;
;
;
;
/
/
//
/
/
?
?
?
??
?
?
?
?
?
?
?
?
K
K
K
K
#
#
#
Odel( 7245 )
Devi BV( 2807 )
Asoka V( 3027 )
Ananda BV( 1987 )
Town Hall( 5816 )
HNB Tower( 5651 )
Gothami BV( 3093 )
Yasodara BV( 2504 )
Nestlé Lanka( 1759 )
Suwasiripaya( 4864 )
Anuruddha BMV( 1221 )
Access towers( 2681 )
Dialog Axiata( 1315 )
National Hospital( 0 )
Rathnawali BMV( 1709 )
Ananda College( 6721 )
Nalanda College( 4715 )
Faculty of Medecine( 0 )
Veluwana College( 1690 )
Sri Sangamitta BV( 1575 )Aiken Spence Tower( 6740 )
Lady Ridgeway Hospital( 0 )
C.W.W.Kannangara MV( 2071 )
Super Market Borella( 1725 )
Ministry of Transport( 2610 )
IIM University of Colombo( 0 )D.S.Senanayake College( 6447 )
De Soisa Maternity Hospital( 0 )The Rathnam Private Hospital( 0 )
Colombo Municipal Council( 4240 )
Immigration & Emigration( 14855 )
Arpico Super Centre,Colombo 02( 12046 )
University of Visual and Performing Art( 0 )
BorellaBorella
Cotta Road
National Hospital
Dharmapala Mawatha
MONORAIL ALIGNMENT(STAGE 1)MONORAIL ALIGNMENT(STAGE 1)
0 0.25 0.5 0.75 10.125
Kilometers
®MmTH(Fort)!(MMC!!P+R/Station Plaza!!Monorail Stations!!
Highways
Monorail Route 2
Monorail Route 1 Options
Monorail Route 1
Railway Line
A Class Roads
B Class Roads
Business
Commercial
Education
Government
Residential
Roads
Transport
Wetland
/ Bank/Commercial School?
HotelI
HospitalK
Higher Education#
Government;
Other
Open Land
Marsh/Barrow Pit
Industries
Health
Source: SKYTRAIN Study Team
Figure 2.1.11 Route Analysis of Two Alternatives in the National Hospital and Borella
Section
(3) Battaramulla Area
For the Battaramulla area, the original route alignment followed Malabe road. While some
commercial and business land use patterns are observed along the alignment, there were a number
of sharp curves. This results in low travel speed. It is also noted that there were huge
government complexes such as Isurupaya, the Foreign Employment Bureau and the Central
Environmental Authority. Therefore, an alternative route was proposed which runs over
Pannipitiya Road, Denzil Kobbekaduwa Mawatha and marsh land.
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!!
!!
!! !!
!!
!!!!
!!
!!
!!
;
;
;
?
Isurupaya( 5019 )
Sethsiripaya( 9272 ) Sri Subuthi MMV( 1291 )
Foreign Employment Bureau( 4599 )
Koswatta
Thalahena
Palan Thuna
Battaramulla
BattaramullaSethsiripaya
Sethsiripaya
Lumbini Temple
Diyawanna Lake
Robert Gunawardana Maw
MONORAIL ALIGNMENT(STAGE 1)MONORAIL ALIGNMENT(STAGE 1)
0 0.25 0.5 0.75 10.125
Kilometers
®MmTH(Fort)!(MMC!!P+R/Station Plaza!!Monorail Stations!!
Highways
Monorail Route 2
Monorail Route 1 Options
Monorail Route 1
Railway Line
A Class Roads
B Class Roads
Business
Commercial
Education
Government
Residential
Roads
Transport
Wetland
/ Bank/Commercial School?
HotelI
HospitalK
Higher Education#
Government;
Other
Open Land
Marsh/Barrow Pit
Industries
Health
Source: SKYTRAIN Study Team
Figure 2.1.12 Route Analysis of Two Alternatives in the Battaramulla Area
2.1.5 Phasing of the Project
The CoMTrans urban transport master plan proposed phasing of the project as shown in Figure
2.1.5, Figure 2.1.6 and Figure 2.1.7 taking financial and other constraints into consideration. In
addition, further detailed phasing is required for the short term to efficiently invest the funds
which the monorail really requires.
As the monorail system has to have a depot when it starts operation, the location of a potential
depot is critical. Due to availability of spacious vacant areas of land, Malabe and Kelaniya are
considered as potential locations for a depot.
Land acquisition also affects the project schedule. The Road Development Authority and
Colombo Municipal Council are widening Mattakuliya Centre Road which is currently partially a
1-lane per direction road. Thus, construction of the monorail would be smooth if it is done after
the completion of the road widening project.
The details of the demand forecast methodologies and assumptions are described in Chapter 3.
Figure 2.1.13 shows the forecast sectional passenger demand in 2035. According to the
forecasted demand, the Northern section has less demand compared with other sections.
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1
7
9
2
6
241
274
189
13
22
199
258
207
231
208
280
248
130
203
129
234
250
276
290
2
1
248
3563
41
71
55
51
183
135121
45
97
161168
152
166
181
124
120
139
254
115
209
215
114
50
132
226164
47
129
200
186
104
231191
107
123
201
162
195
170193
127
42
130
4327
178
187
114
51
51
93
57
73
84
50
55
64
46
29
54
98
89
63
96
83
38
94
139
128
62
141
56
61
118
143
68
154
160
80
164
137
82
87
129
189
217
215
107
97
170
60
203
66
104
89
73
160
96
57
63
63
Numbers represent daily sectional passengers volume of transit in 1,000 (bidirectional).
Public Transport Passenger Volume - 2025Public Transport Passenger Volume - 2025
0 1 2 3 4 50.5
Kilometers
( FC2_1akh - Feasibility Study - Normal Bus Fare - Revised Bus Routes )( FC2_1akh - Feasibility Study - Normal Bus Fare - Revised Bus Routes )Legend
Mono-Rail Bus
RailBRT
Source: SKYTRAIN Study Team
Figure 2.1.13 Daily Sectional Passenger Demand for Public Transport in 2035
(Stage 1, Stage 2 and Monorail on High Level Road, Normal Bus Fare, with TDM)
- 2035
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Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure 2.1.14.
Source: SKYTRAIN Study Team
Figure 2.1.14 Proposed Route of SKYTRAIN Project
2.2 Selection of Mode
As mentioned in the above sub-section 2.1.2, monorail was proposed for Malabe Corridor, Inner City Lines and High Level Road. In addition to discussion in the master plan, this sub-section will re-examine mode selection regarding the proposed short-term transit solution for the Malabe Corridor. The first sub-section will introduce possible transit modes and the subsequent sub-section will discuss points to be considered for the mode selection. The last sub-section will present the mode selection process and justification.
2.2.1 Introduction of Transit Modes
(1) Bus Priority System
While the bus priority system does not require additional vehicles for operation, bus priority lanes and / or bus priority signals give priority to the bus fleets. Non-bus vehicles are usually requested to give way to buses in the bus priority lane when buses are in the lane. The bus priority signalling minimises waiting time of buses at signalised intersections by giving a green light to the buses. Characteristics of the bus priority system are summarised in Table 2.2.1 and Table 2.2.2.
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Source: CoMTrans Study Team
Figure 2.2.1 Image of Bus Priority Signalling System
Source: CoMTrans Study Team
Figure 2.2.2 Photos of Bus Priority Lanes
Table 2.2.1 Characteristics of Bus Priority System
Strengths � Initial cost is considerably low. The required major initial investment is for the bus priority signalling system and pavement marking.
� The system can be implemented in a short time
� No land acquisition is required
� Operation is flexible depending on the demand
� There are neither aesthetic concerns nor daylight interference
Limitations � Capacity is the least among the proposed options. (roughly 10,000 passengers per hour, per direction)
� Travel speed is lower compared with other public transport systems.
� Road capacity is slightly affected.
� There is a noise from an engine.
Considerations
to
Implementation
� Implementation requires close coordination with the police, road development authority and local authorities
Source: CoMTrans Study Team
Traffic Signal Control Centre
1. Detector
2. Signal Control
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Table 2.2.2 Specifications of Bus Priority System
Capacity 10,000 PPHPD
Scheduled Speed 10-20km/h
Land Acquisition No Acquisition
Stop Spacing 300m – 1 km
Initial Cost Less than 1mn. USD/km
Operation and Maintenance Cost Not Available
Daylight Interference Not at all
Aesthetical Not at all
Noise Moderate due to diesel engines
Note: PPHPD stands for passengers per hour, per direction.
Source: CoMTrans Study Team
As mentioned in Table 2.2.1, the bus priority system can be implemented in a short time with a lower initial investment and without land acquisition. On the other hand, the maximum capacity of the system is the least among the proposed transport options. Improvement of travel speed is limited as well. Therefore, this system is appropriate for corridors with low demand to improve the service level of conventional bus services. It also should be noted that implementation of this system requires intensive coordination among relevant agencies as it might reduce road capacity for private vehicles.
(2) Bus Rapid Transit (BRT)
Application of Bus Rapid Transit (BRT) is drastically increasing in urban areas in developing countries, especially rapidly growing emerging countries such as India, East Asian Countries and Latin American countries. BRT utilises designated lanes of a road for buses. Specially designed high capacity bus fleets are often adopted. Characteristics of bus rapid transit are summarised in Table 2.2.3 and Table 2.2.4.
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Source: Curitiba, Mario Roberto Duran Ortiz; Jakarta, Oriental Consultants; Ahmedabad, DeshGujarat.com
Figure 2.2.3 Photos of Bus Rapid Transit (BRT)
Table 2.2.3 Characteristics of Bus Rapid Transit (BRT)
Strengths � Initial cost is low. The required major initial investment is for the bus shelters, special bus fleets for BRT, ticketing system, and curbs for dedicated BRT lanes.
� The system can be implemented in a short time.
� Operation is flexible depending on the demand.
� The system can be applied for both elevated and ground level structure.
� There is neither aesthetic concern nor daylight interference except for elevated BRT.
� Medium passenger capacity (13,000 passengers per hour, per direction)
Limitations � One lane per direction of the road will be occupied.
� Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles.
� Travel speed can be limited in the case of a non-elevated system due to delay at intersections.
� Daylight interference and aesthetic concern (in the case of elevated structure)
� There is a noise from an engine.
Curitiba
Ahmedabad
Ahmedabad
Jakarta
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Considerations
to
Implementation
� Traffic arrangements at intersections should be scrutinised.
� Legal basis is required to exclude passenger cars in a BRT lane.
� Institutional arrangements for implementation are necessary
� Coordination with existing bus operators, taxis and paratransit operators is required.
� Implementation requires close coordination with the police, road development authority and local authorities.
Source: CoMTrans Study Team
Table 2.2.4 Specifications of Bus Rapid Transit (BRT)
Capacity 3,000 – 13,000 PPHPD*
Scheduled Speed 15-25km/h
Land Acquisition Requires road width of 20m
Stop Spacing 500m – 1 km
Initial Cost 2 mn. USD/km
Operation and Maintenance Cost USD 2.0 / car-km
($0.04 per passenger)
Daylight Interference Not at all
Aesthetical Not at all
Noise Moderate due to diesel engines
Note: PPHPD stands for passengers per hour, per direction. Capacity of 12,000 to 13,000 PPHPD is assuming normal BRT system with 1-lane per direction system with single stopping bay stations. The capacity can increase to 20,000 PPHPD with a 1-lane per direction configuration with multiple stopping bays and the platooning of vehicle movements according to the example in Porto Alegre, Brazil. In addition, Bogota Colombia’s Trans-Milenio is carrying 45,000 passengers per direction per hour with 2 dedicated lanes, articulated buses, stations with multiple bays, multiple permutations of routes, at-level boarding, pre-board fare system and double doors. (Reference: Edited by Lloyd Wright and Walter Hook (2007) Bus Rapid Transit Planning Guide, Published by the Institute for Transportation and Development Policy, https://go.itdp.org/display/live/Bus+Rapid+Transit+Planning+Guide+in+English
Although BRT is an inexpensive and high-capacity public mode of transport, it is essential to allocate one lane of the road for each direction. When it comes to application in Colombo Metropolitan Area, the limited availability of road space should be taken into account. Figure 2.2.4 shows typical cross-sections with median dedicated bus lanes of normal section and at BRT station sections. While a curb-side bus lane is another option, expected widths of the roads are more or less the same.
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Station BuswayBuswayGeneral Purpose Lane
Separator Separator
SidewalkSidewalk
4.03.4 3.4 0.50.53.2 3.2 0.50.52.0 2.0
Cross Section with Dedicated Bus Lanes
at Bus Station
Shelter
3.23.2
Median BuswayBuswayGeneral Purpose Lane
SeparatorShoulder Separator
SidewalkSidewalk
3.4 3.4 0.50.53.2 3.2 0.70.73.0 3.03.23.2 1.0
General Purpose Lane
General Purpose Lane
29.6m
Shoulder
29.0mCross Section with Dedicated Bus Lanes
Shoulder Shoulder
Source: SKYTRAIN Study Team
Figure 2.2.4 Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case)
Unfortunately, only a few roads have a width of more than 29m in Colombo Metropolitan Area (CMA). This implies that application of typical cross-sections might require a significant amount of land acquisition. However, compromises in the width of bus lanes and width of sidewalks can be proposed for CMA taking examples from other countries and bus operation in CMA. As shown in Figure 2.2.5, roads with approximately 25m width can be utilised for BRT keeping 2-lanes open for private vehicles by direction. In the case of one-way roads, approximately 15m is enough to accommodate dedicated lanes for a BRT system. In addition, a reversible bus lane system which can be used for one direction for morning peak hour and the opposite direction for evening peak hour can reduce the width to roughly 20-21m.
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Source: SKYTRAIN Study Team
Figure 2.2.5 Compromise Cross-Sections with Dedicated Bus Lanes
Figure 2.2.6 shows roads which can accommodate a BRT system in Colombo Metropolitan Area. While some roads such as Baseline Road, Colombo-Kandy Road, Galle road, Duplication Road and a part of Malabe road have enough width to accommodate it, some sections of Malabe Road such as in the Borella area, Battaramulla area and Malabe area require land acquisition to incorporate a BRT system without reducing the number of lanes for private modes of transport.
3.25m
x2
3.25m
x2
7.5m
2m 2m
24.5m
3.25m
x2
3.25m
x2
4.0m
2m 2m
21m
3.25m
x2
4.0m
2m 2m
14.5m
Two-way Road
Configuration
One-way Road
Configuration
Two-way Road and Reversible Bus
Lane Configuration
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Source: SKYTRAIN Study Team
Figure 2.2.6 Current Road Width of Arterial Roads
One-way road with 14+m width Two-way road with 20-25m width Two-way road with 25+m width Other arterial roads
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(3) Automated Guideway Transit (AGT)
Automated Guideway Transit (AGT) is an automated grade-separated transit system with rubber tires. The system is standardised in Japan. Most of the systems are fully automated and driverless systems. Characteristics of AGT are summarised in Table 2.2.5 and Table 2.2.6.
Source: Japan Transportation Planning Association (left and lower right) and Wikimedia Free License Pictures (Upper right)
Figure 2.2.7 Photos of Automated Guideway Transit (AGT)
Table 2.2.5 Characteristics of Automated Guideway Transit (AGT)
Strengths � Flexibility in alignment due to minimum radius of 20m
� Driverless system can minimise human error and reduce operation and maintenance cost.
� Moderate passenger capacity (4,000 – 20,000 passengers per hour, per direction)
� Minimum noise level among all public transport modes
Limitations � Daylight interference and aesthetic concern due to slab structure
� Higher cost compared with bus-based options
Considerations
to
Implementation
� Legal regulations to permit the new mode of transport.
� Institutional arrangements for implementation
� Coordination with existing bus operators, taxis and paratransit operators is required.
Source: CoMTrans Study Team
Tokyo Singapore
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Table 2.2.6 Specifications of Automated Guideway Transit (AGT)
Capacity 4,000 – 20,000 PPHPD
Scheduled Speed 20-30km/h
Land Acquisition Required at station sections
Stop Spacing 500m – 1 km
Initial Cost 30 – 60 mn. USD/km
Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passenger)
Daylight Interference Pier and slab interfere with daylight.
Aesthetical Pier and Slab can be an aesthetical concern.
Noise Minimum due to rubber tire system without diesel engine
Note: PPHPD stands for passengers per hour, per direction.
Source: CoMTrans Study Team
While AGT is a technically sound and safe mode of transport considering the experience in Japan and other countries, the balance of cost and capacity should be examined and compared with other modes of public transport. It is also noted that the slab structure will interfere with the daylight and landscape of the city.
(4) Monorail
Straddled monorail is a transit system on a single concrete rail which has the highest passenger capacity among the various types of monorails. The specially designed monorail vehicle can grasp the rail and run on the rail as well. While a broader definition of monorail can include a variety of monorail systems such as suspended monorail, the straddled monorail system is discussed in this report as there have been many installations worldwide as a solution for urban transport problems. Characteristics of the monorail are summarised in Table 2.2.7 and Table 2.2.8.
Source: Hitachi Ltd. (Left and Right)
Figure 2.2.8 Photos of Monorail
Daegu, Korea Manufactured by Japanese
Monorail Company
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Table 2.2.7 Characteristics of Monorail
Strengths � Flexibility in alignment due to minimum radius of 60m
� Less daylight interference and less aesthetic concern due to simple beam structure
� High passenger capacity (30,000 passengers per hour, per direction)
� Minimum noise level among all public transport modes
Limitations � Relatively higher initial cost of rolling stock due to complicated structure
� Difficulties in evacuation
� Complex switching system requires slab structure
Considerations
to
Implementation
� Legal regulations to permit the new mode of transport.
� Institutional arrangements for implementation
� Coordination with existing bus operators, taxis and paratransit operators is required.
Source: CoMTrans Study Team
Table 2.2.8 Specifications of Monorail
Capacity 7,000 – 30,000 PPHPD
Scheduled Speed 20-40km/h
Land Acquisition Required at station sections
Stop Spacing 500m – 1 km
Initial Cost 30 – 60 mn. USD/km
Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passengers)
Daylight Interference Pier and beam slightly interfere with daylight.
Aesthetical Pier and beam can be a slight aesthetical concern.
Noise Minimum due to rubber tire system without diesel engine
Note: PPHPD stands for passengers per hour, per direction.
Source: CoMTrans Study Team
Monorail is a stable and technically sound system and there are a number of examples in the world such as 5 cities in Japan; 2 cities in the USA; Chongqing, People’s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia. The system can be applied after examination of passenger demand. Although there are some arguments that a monorail system has a drawback for evacuation in case of emergency, several counter measures are available. Passengers in a malfunctioned car can move to other trains by stopping alternate cars in front or side by side. Evacuation can be done by cherry picker and spiral chute as well. Slab structure at switching (turnout) section should be noted for route alignment analysis.
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(5) Light Rail Transit (LRT) (Elevated / Ground)
The word “Light Rail Transit” (LRT) is mainly utilised to describe a steel rail transit system of smaller size compared with a conventional heavy railway. The capacity can vary from 7,000 passengers per hour, per direction to roughly 30,000 passengers per hour, per direction. Some definitions also include modernised tram car and street car systems. In some examples, LRT is a totally elevated system and the function is closer to Mass Rapid Transit, which will be introduced in the following sub-section.
Source: Prof. Akimasa Fujiwara (Right)
Figure 2.2.9 Photos of Light Rail Transit (LRT)
Table 2.2.9 Characteristics of Light Rail Transit (LRT)
Strengths � No daylight interference in the case of a ground level structure
� The system can be applied for both elevated and ground level structure.
� High passenger capacity (30,000 passengers per hour, per direction)
Limitations � Low allowable gradient (3.5%)
� One lane per direction of road will be occupied (in the case of ground level structure).
� Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles (in the case of ground level structure).
� Travel speed can be limited in the case of a non-elevated system due to delay at intersections (in the case of ground level structure).
� Daylight interference and aesthetic concern (in the case of elevated structure)
� There is a noise from steel rail and tires.
Manila Hiroshima
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Considerations
to
Implementation
� Institutional arrangements for implementation
� Traffic arrangements at intersections should be scrutinised (in the case of ground level structure).
� Legal regulations are required to exclude passenger cars in an LRT lane (in the case of ground level structure).
� Coordination with existing bus operators, taxis and paratransit operators is required.
� Implementation requires close coordination with the police, road development authority and local authorities.
Source: CoMTrans Study Team
Table 2.2.10 Specifications of Light Rail Transit (LRT)
Capacity 7,000 – 30,000 PPHPD
Scheduled Speed 20-40km/h
Land Acquisition Ground level section: 25m width of road is required
Elevated section: Required at station sections
Stop Spacing 300m – 1 km
Initial Cost 35 – 60 mn. USD/km
Operation and Maintenance Cost USD 4.0 / car-km
($0.04 per passengers)
Daylight Interference Ground level section: None
Elevated section: Pier and slab interfere with daylight.
Aesthetical Ground level section: Electric feeder cables
Elevated section: Pier and slab can be an aesthetic concern.
Noise Medium due to steel tire system without diesel engine
Note: PPHPD stands for passengers per hour, per direction.
Source: CoMTrans Study Team
There are a number of LRT examples in both the developing and developed world. The largest merit of LRT is that it can be applied for both elevated and at grade sections. Ground level sections might reduce initial cost. It also should be noted that ground level LRT possesses characteristics similar to BRT which means that it requires ample width for LRT track installation. Several obstacles of both elevated and ground level sections should be taken into consideration for application in CMA.
(6) Mass Rapid Transit (MRT) (Elevated / Underground) and Modernised Railway
It is widely accepted that mass rapid transit (MRT) has the highest sectional passenger capacity among all modes of transport. It is dependent on the system specifications, but, it reaches 60,000 passengers per hour, per direction (PPHPD). The system characteristics are generally the same as a conventional railway system, stop spacing is shorter and train operation is much more frequent. Therefore, electric trains are mainly used because electric trains have higher acceleration and deceleration capacity and are economically efficient for frequent operation.
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Comfortable air-conditioned trains are usually utilised to enhance the modal shift from the private mode of transport. Characteristics of MRT are summarised in Table 2.2.11 and Table 2.2.12.
Source: Oriental Consultants (Upper Left and Lower Left); http;//ksweb.org/ (Upper Right); JR West (Lower Right)
Figure 2.2.10 Photos of Mass Rail Transit (MRT) and Modernised Railway
Table 2.2.11 Characteristics of Mass Rail Transit (MRT) and Modernised Railway
Strengths � Highest passenger capacity (60,000 passengers per hour, per direction)
� No daylight interference in the case of underground structure
� High travel speed
Limitations � Highest cost, especially for underground sections
� Daylight interference and aesthetic concerns (in the case of elevated structure)
� Low allowable gradient (3.5%)
� There is a noise from steel rail and tires. (in the case of elevated structure)
Considerations
to
Implementation
� Huge initial investment
� Lengthy construction duration
� Institutional arrangements for implementation
� Legal regulations needed for utilization of underground land (in the case of underground structure).
� Coordination with existing bus operators, taxis and paratransit operators is required.
Source: CoMTrans Study Team
Bangkok
Delhi Suburban Tokyo
Suburban Osaka
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Table 2.2.12 Specifications of Mass Rail Transit (MRT) and Modernised Railway
Capacity 18,000 – 60,000 PPHPD
Scheduled Speed 30-40km/h
Land Acquisition Elevated Section: Required at station sections and curve sections
Underground Section: Only entrance, exits, sharp curve section and depot
Stop Spacing 1.5 – 2 km
Initial Cost Elevated Section: 45 – 60 mn. USD/km
Underground Section: 90 – 100 mn. USD/km
Operation and Maintenance Cost USD 5.0 / car-km
($0.03 per passengers)
Daylight Interference Elevate Section: Pier and slab interfere with daylight.
Underground Section: None
Aesthetical Elevated Section: Pier and slab can be an aesthetic concern.
Underground Section: None
Noise Medium due to steel tire system without diesel engine
Underground Section: None
Source: CoMTrans Study Team
2.2.2 Points to Be Considered for Mode Selection
(1) Capacity and Scheduled Speed
For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. Figure 2.2.11 describes the characteristics of each public transport mode in terms of transport capacity and scheduled speed. Needless to say, transport capacity must be higher than transport demand or it causes congestion. Scheduled speeds are also key indicators for mode selection which significantly affect mode choice behaviour. In addition to capacity and scheduled speed; economic, environmental and social aspects also are critical aspects for mode selection.
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0
10,000
20,000
30,000
40,000
50,000
0 10 20 30 40
Mass Rapid
Transit (MRT)
elevated or
underground
Monorail
Light Rail Transit (LRT)
Scheduled speed (km/h)
Passengers per hour, per direction (PPHPD)
AGT
(Tokyo, Japan)
Monorail
(Okinawa, Japan)
MRT-Underground
(Delih, India)
BRT
(Nagoya, Japan)LRT(Manila, Philippines)
MRT-Elevated(Bangkok, Thailand)
Automated
Guideway Transit
BRT (AGT)
Bus Priority
System
Source: CoMTrans Study Team
Figure 2.2.11 Passenger Capacity and Scheduled Speed of Public Transport Modes
(2) Land Acquisition
In Sri Lanka, land acquisition is one of the major reasons for delay in project implementation. For the smooth implementation of a project, it is recommended to avoid land acquisition. As some transport modes require significant land area, it is virtually impossible for the government to implement the project considering the availability of human resources and budget constraints.
(3) Accessibility (Stop Spacing)
From the users’ perspective, accessibility to the transit station significantly affects mode choice behaviours. It is also important for the government to improve accessibility to public transport for those who cannot afford to purchase private vehicles. On the other hand, short station intervals might reduce travel speed of the transit. In general, transit using steel tires and rails requires longer distance for acceleration and deceleration compared with rubber tire and concrete rail. These system characteristics, engine capacity and average travel speed determines optimum stop spacing by mode.
(4) Project Cost (Initial Cost and Operation and Maintenance Cost)
Transit systems usually require an enormous amount of initial investment as they require huge infrastructures and rolling stock. While the government can request a loan from several
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development partners, the long-term financial capability of the government of Sri Lanka should be taken into account.
Even though the government could afford to fund the initial investment for a transit system, operation and maintenance cost can burden the government budget. To achieve financially sustainable transit modes, it is expected that fare revenue can cover operation and maintenance cost.
(5) Environmental Considerations (Daylight interference, aesthetical concerns and noise)
Colombo is known as the “Garden City” with a number of parks and trees. For instance, Viharamahadevi Park is located in front of the line from National Hospital to Kollupitiya. The section from Sethsiripaya to Rajagiriya passes the lake side of Diyawanna lake. To avoid a dark and covered pedestrian environment, daylight interference should be minimised.
Many historic buildings are located along the Malabe corridor such as in the National Hospital (Town Hall) area and Fort area. Thus, special attention should be paid to minimise the impact on the landscape. Especially, the National Hospital (Town Hall) intersection is surrounded by historic buildings of the national hospital and a church.
At the intersection of Borella, there is a Bo tree which is considered to be very important among the people in the area. As the monorail alignment passes the area, mitigation measures should be taken.
Other environmental impacts such as noise level and impact on water retention in the depot area can be additional criteria to be considered.
2.2.3 Why Monorail for Malabe Corridor?
The scheduled speed and passenger capacity of public transport modes is shown in Figure 2.2.12. The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in 2035.
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0
10,000
20,000
30,000
40,000
50,000
0 10 20 30 40
Mass Rapid
Transit (MRT)
elevated or
underground
Monorail
Light Rail Transit (LRT)
Scheduled speed (km/h)
Passengers per hour, per direction (PPHPD)
Automated
Guideway Transit
BRT (AGT)
Bus Priority
System
2035 forecasted demand
2025
2020
Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand.
Source: SKYTRAIN Study Team
Figure 2.2.12 Scheduled Speed and Passenger Capacity of Public Transport Modes
or transport modes introduced in sub-section 2.2.1, a multi-criteria analysis (MCA) was conducted from eight points to be considered. This is described in sub-section 2.2.2. The analysis result is summarised in Table 2.2.13.
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Table 2.2.13 Multi-Criteria Analysis on Mode Selection for Malabe Corridor
System Require
ment
Bus
Priority
System
BRT AGT Monorail LRT MRT -
Elevated
MRT - Underground
Capacity* 6k (‘20) 7k (’25) 22k (‘35)
--- (-10k)
-- (3-13k)
- (4-20k)
+ (7-30k)
+ (7-30k)
-- (18-60k)
-- (18-60k)
Scheduled
Speed
30km/h
-- (10-20 km/h)
- (15-25 km/h)
0 (20-30 km/h)
++ (20-40 km/h)
++ (20-40 km/h)
++ (30-40 km/h)
++ (30-40 km/h)
Land
Acquisition
Nearly 0
+++ (no
acquisition)
--- (along roads)
+ (only
stations)
+ (only
stations)
- (station & some roads)
-- (station & curve
sections)
++ (station exit
only)
Stop
Spacing
0.5 – 1.0 km
+ 0.3 – 1 km
+ 0.5 – 1 km
+ 0.5 – 1 km
+ 0.5 – 1 km
+ 0.3 – 1 km
- 1.5 – 2 km
- 1.5 – 2 km
Initial Cost N/A
+++ (USD ~1 M/km)
+++ (USD 2 M/km)
- (USD 30-60 M/km)
- (USD 30-60 M/km)
-- (USD 35-60 M/km)
-- (USD 45-60 M/km)
--- (USD 90-100 M/km)
O&M Cost N/A
N/A
0 (USD 1.3 / car-km) ($0.03 per pax.)
- (USD 2.0 / car-km) ($0.04 per pax.)
0 (USD 2.5 / car-km) ($0.03 per pax.)
- (USD 4.0 / car-km) ($0.04 per pax.)
0 (USD 5.0 / car-km) ($0.03 per pax.)
0 (USD 5.0 / car-km) ($0.03 per pax.)
Daylight
Interference
Minimum Interferen
ce
+++ (Not at all)
+++ (Not at all)
-- (Pier & Slab)
- (Pier & Beam)
-- (Pier & Slab)
-- (Pier & Slab)
+++ (Not at all)
Aesthetic
Concern
Minimum Concern
+++ (No
Concern)
++ (Station only)
-- (Pier & Slab)
- (Pier & Beam)
-- (Pier & Slab)
-- (Pier & Slab)
+++ (Not at all)
Noise Minimum Noise
-- (Rubber Tire & Engine)
-- (Rubber Tire & Engine)
- (Rubber Tire)
- (Rubber Tire)
-- (Steel Rail & Tire)
-- (Steel Rail & Tire)
+ (No noise to ground level)
Total
Evaluation
Not Suitable
due to ---
Not Suitable
due to --- 2 1 2 3
Not Suitable due to
---
Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1,000.
+++ Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative
++ Clearly Positive N/A No Information -- Clearly Negative
+ Slightly Positive - Slightly Negative
Source: SKYTRAIN Study Team
The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in 2035. Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed.
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The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width as mentioned in sub-section 2.2.1(2). As shown in Figure 2.2.6 regarding Current Road Width of Arterial Roads, the selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided.
Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail.
Source: Hitachi Ltd.
Figure 2.2.13 Image of Slab and Beam Structure
Slab Structure Beam Structure
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In terms of capacity, monorail matches forecast demand of 2035. As scheduled speed is roughly 30km/h, it can enhance the modal shift from passengers using private modes of transport. Land acquisition also can be minimised by using the minimum radius of 60m and slim station structures. Although initial cost is not small, operation and maintenance cost per passenger can be slightly lower than AGT and LRT. While monorail is an elevated structure, the impact on the landscape and daylight for pedestrians can be minimised because of the simple beam and pier structure. Noise is also the minimum level among all public modes of transport due to rubber tires and concrete rails as well as an electric motor. In general, a monorail has no critical points in application in the Malabe corridor. In addition, monorail can minimise land acquisition. It also has an advantage in the simple beam and pier structure compared with AGT and LRT. However, the location of switching (or turnouts) should be carefully examined as it requires a slab structure.
Capacity and speed of Light Rail Transit (LRT) is almost the same as the monorail and matches the forecast demand of Malabe corridor. However, LRT has several drawbacks compared with a monorail. Due to LRT’s characteristics of 3.5% maximum gradient and slab structure, it might require more land acquisition for installation in addition to station sections. Although initial investment and operation and maintenance cost are almost the same as the other systems, the slab structure will affect the aesthetics of the landscape along the corridor. Daylight also will be interfered with. As LRT uses steel rails and tires, noise level is higher than a rubber tire and concrete rail system.
Since both the elevated mass rapid transit (MRT) system and the light rail transit (LRT) system are steel rail-based modes of transport, physical characteristics such as daylight interference, aesthetic concerns and noise are common in general. As MRT has a higher capacity and speed compared with LRT, initial cost is higher than LRT. Considering the forecast demand in 2020 (8,000 PPHPD) and in 2025 (9,000 PPHPD), MRT capacity of 18,000 – 60,000 PPHPD can be an excessive investment as initial cost is generally higher than LRT. Land acquisition also will be essential due to the larger minimum curve radius (roughly 100-200m) and smaller maximum gradient of 3.5%.
Underground MRT is designed to avoid the disadvantages of the elevated and ground level structures such as daylight interference, aesthetic concerns, noise and land acquisition. The underground structure without level crossings allows high speed train operations. Capacity is the same as the elevated MRT where demand of 2020 and 2025 is far less than the capacity. The most significant point to be considered, is the huge initial investment. Underground structures can cost more than double or three times that of elevated.
In summary, the bus priority system, bus rapid transit (BRT) and underground mass rapid transit were screened out due to clearly negative aspects such as capacity, land acquisition and cost. Among the four modes of transport, monorail was selected for various aspects such as less impact on daylight and landscape due to simple beam structure, minimum land acquisition and appropriate capacity, cost and scheduled speed as shown in Figure 2.2.12.
For transport modes introduced in sub-section 2.2.1, a multi-criteria analysis (MCA) was conducted from eight points to be considered. This is described in sub-section 2.2.2. The analysis result is summarised in Table 2.2.13.
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