Urban Transport Development Appendix 10 of the Colombo Metropolitan Region Parking Requirements for New Development

Appendix 10 Parking Requirements for New Development

The table below shows the required number of parking spaces to be provided for a new development. The table was obtained from Annexure II of type Schedule III in Planning and Building Regulations, City of type Colombo Development Plan, 1999.

Table A10.1 Parking Requirements for New Development

Multi Axle Two Axle Minimum No. commercial Type of Usage Standard (S) Commercial of type Stalls by (Truck - Semi) (Lorry/Bus) (C) type (T) 1. RESIDENTIAL Flats, dwelling units and 1 for 3 unit - - - terrace houses FA 50 sq. m Flats with Gross Floor Area been less than 75 sq. m. 1 for 2 unit 1 of type S Flat with Gross Floor Area 1 for 1 unit 1 of type S between 76-100 sq. m. Flats exceeding a Gross 3 for 2 units 1of type S Floor Area of 200 sq. m. Dwelling Units exceeding 1 for 1 unit 1 of type S Floor Area of 200 sq. m. 2. COMMERCIAL Retail Shops / Grocery 1 for 100 sq. m. - Departmental Shops, 1 for 50 sq. m. 1 for 500 sq. m. 4 of type S Shopping Complexes Banks 1 for 50 sq. m. 2 of type S Hardware 1 for 100 sq. m. 1 for 50 sq. m. 1 of type C Auto Trade 1 for 100 sq. m. 1 for 50 sq. m. 1 of type C Offices 1 for 200 sq. m. 1 for 500 sq. m. 2 of type S Restaurants and Night 1 for 10 sq. m. 1 for 500 sq. m. 1 of type S Clubs of restaurant and space 1 of type C (including all service areas) Star Class Hotels 1 for 100 sq. m. 1 for 500 sq. m. 20 of type S (floor area or 1 and for 5 rooms and 1 of type C 1 for 1 suit whichever is more) Guest Houses & 1 for 50 sq. m. 1 for 500 sq. m. 2 of type S Recreational Clubs (of the area or 1 and for 3 rooms 1 of type C whichever is more) Cinemas, Theaters, 1 for 20 seats 1 for 500 sq. m. 10 of type S auditoriums and similar use and 1 of type C

A10-1

Urban Transport Development Appendix 10 of the Colombo Metropolitan Region Parking Requirements for New Development

Multi Axle Two Axle Minimum No. commercial Type of Usage Standard (S) Commercial of type Stalls by (Truck - Semi) (Lorry/Bus) (C) type (T) Factories and Industrial 1 for 200 sq. m. 1 for 200 sq. m. 1for 500 sq. m. 1 of type C establishments and 1 of T Warehouses 1 for 500 sq. m. 1 for 200 sq. m. 1 for 500 sq. m. 1 of type C

Other Commercial 1 for 100 sq. m. 1 for 500 sq. m. 1 of type C Buildings 3.HEALTH Nursing Homes and Private 2 for 3 beds 1 for 500 sq. m. 3 of type S Hospitals and 1 of type C Consultants Rooms (min. 6 for 1 1 for 500 sq. m. 1 of type S Size of rooms to be 8 sq. consultation m.) rooms Medical Laboratories and 1 for 10 sq. m. 1 for 500 sq. m. 2 of type S OPD areas 4. EDUCATION i. Private Schools, 1 for 20 5 of type S International Schools, students Nursery Schools ii. Tutoring Locations: 1 for 200 sq. m. 1 for 1,000 sq. m. 4 of type S Educational Institutes 5. RECREATIONAL &

AMUSEMENT To be agreed in consultation with Planning Committee 6. OTHER As may be As may be 2 of type S decided by the decided by the and Authority for Authority for 1 of type C each such use, each such use, but but not less not less than 1 for than 1 for 100 500 sq. m. sq. m. Note: A number of adjoining sites or a complete block may be considered in aggregate and the provision of vehicles may be considered in one or more parks of the entire area, provided all the site owners agree in writing and such space shall be vested with the Authority free of all charges. As such, the above parking requirement may not be required to be provided within the premises of the development.

A10-2

Urban Transport Development Appendix 11 of the Colombo Metropolitan Region Parking Operations at Chalmer’s Grainary

Appendix 11 Parking Operations at Chalmer’s Grainary

A11.1 Parking Facilities Operated by Tenaga Car Parks Pvt. Ltd.

Chalmer’s Grainary Parking is operated by Tenaga Car Parks Pvt. Ltd., which operates the following four parking sites:

Table A11.1 Parking Facilities Operated by Tenaga

Location Capacity (veh) Opening Notes Chalmer’s Grainary 550-600 Jul. 2003 Colombo Central Market 300 Sep. 2003 Apolo Hospital 300 Nov. 2003 Asiri Surgical Hospital 300 Aug. 2004 6-story building Source: Tenaga Car Parks Pvt. Ltd.

Operational features of Chalmer’s Grainary are presented below.

• All facilities operate 24 hours/day with 10-20 persons assigned to each location and a 3-shift system; • Tenaga uses a gate and ticket issuing machine made in Malaysia; • Asiri Surgical Hospital is equipped with a backup generator so that, in case of power failure, there is no operational interruption. Operation switches to manual at other locations in the case of a power failure; • Business is good and parking areas are fully occupied during peak hours at the first two locations, particularly during November, December, and January due to large movements of goods; • Business at the hospital is moderate. There are no peak days and times. But the demand increases when there is a disease outbreak as more peoples visit hospital; • In general, business is stable and profitable. There are no outstanding operational problems; and • Parking fees for Chalmer’s Grainary are shown below.

Table A11.2 Parking Fee at Chalmer’s Grainary

Parking Rate (Rs.) Motorbike Hours Car/Van Lorry Trailer Three Wheel 1st hour or thereafter Rs. 30 Rs. 70 - Rs. 120 2nd hour and subsequent Rs. 30 Rs. 70 - Rs. 120 hours or thereafter Per entry (flat rate) - - Rs. 30 - Lost ticket Rs. 300 Rs. 750 - Rs. 1500 Source: Tenaga Car Parks Pvt. Ltd.

A1 1-1 Urban Transport Development Appendix 12 of the Colombo Metropolitan Region Increase of Fines Act

Appendix 12 Increase of Fines Act, No. 12 of 2005

Table A12.1 New Fines for Road Violations: Second Schedule

Amount of fine Section of Act Provision (Rs.) 21 Identification plates 500.00 22 Shape of identification plate 100.00 Revenue license to be carried on motor vehicles and produced 500.00 38 when required Restrictions on use of motor vehicles in contravention of 1,000.00 45 revenue license 123 (1) (a) Prohibition of driving without riving license 2,500.00 123 (1) (b) Employing person without driving license 3,000.00 123 (2) Driver under the age of 18 years old 5,000.00 140 Speeding 1,000.00 152 Position of driver when driving motor vehicle 100.00 153 Signals by drivers when driving & c. 500.00 154 Reversing of motor vehicles 20.00 155 Sound or light warnings 100.00 The riding or permitting the riding on running boards & c. of 100.00 156 motor vehicles 157 Number of persons in front seats of motor cars 100.00 158 (2) Failure to wear protective helmet 500.00 159 Distribution of advertisements 100.00 162 Traffic direction and signals of police officers 1,000.00 165 Precautions to be taken when motor vehicle is taken into tank 20.00 166 Halting or parking of motor vehicles on highway 500.00 Precautions to be taken when motor vehicle is halted or left 500.00 167 unattended or disabled on a highway 178 Carriage of passengers in excess 150.00 189 Persons who may be carried in lorry 150.00 Source: Increase of Fines Act, No. 12 (2005), Parliament of the Democratic Socialist Republic of Sri Lanka, Second Schedule [Section 215(a)] *Note: The provisions are verbatim from the law.

A12-1 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

Appendix 13 Historical Review of Bus and Rail

A13.1 Bus History

(1) Nationalized Bus Industry-State Ownership and Provision (1958-78)

(i) History: By the early 1970s, the Ceylon Transport Board (CTB), established by the Motor Transport Act No 48 (1957), had a countrywide monopoly of bus operations and provided urban, rural, long-distance, and school services. The rural and unprofitable routes and times (i.e. early mornings and nights) and provision of school services remained public service obligations. By 1978, CTB was providing good quality, reliable, and capacity of services with high bus and crew productivity. 5,097 buses operated per day, for an annual total of 455 million km and 20.4 billion passenger km. CTB had its own facilities for staff training, fleet maintenance, and operated and maintained bus stations and stops. The scale and level of service was supported by a general subsidy. Its total staff was 58,986 in 1978.1

(ii) The Tipping Point: By the mid to late 1970s, the CTB in the above form could not continue. State-controlled non-commercial fares had been purposely kept low to be affordable for low-income groups, thereby highly subsidizing the fares of those who could pay. There was no clear fare policy that would allow the government to raise fares to match increases in costs. Additionally, there was heavy politicization of the bus organization in that there was intense state pressure for employment generation, which resulted in the over-staffing. These two aspects combined to ensure continual financial deficits. In 1978, the annual deficit was Rs 47 million, which was considered unsustainable. However, socially and economically beneficial bus services helped sustain quality of life of rural communities, inhibited rapid urbanization, and facilitated access to education, health, and other services.

(2) Decentralization and Introduction of the Private Sector - Public Private Provision (1978-90)

(i) History: In 1978, CTB was decentralized via the Sri Lanka Central Transport Board Law, No. 19 (1978) into nine Regional Transport Boards (RTBs) and the Sri Lanka Central Transport Board (SLCTB). RTBs were given substantial autonomy in operating bus services while SLCTB was created to provide overall supervision to RTBs, as well as provide services such as specialized fleet maintenance, centralized bulk purchases of vehicles and spares to take advantage of economies of scale, staff training, and overall transport and network planning. It was expected that by decentralizing the bus industry, operations and services would be placed at a level to ensure closer contact with demand, as well as to minimize the negative aspects of centralized management and achieve viability. In 1980, the general subsidy given to SLCTB that covered all bus services was replaced by specific subsidies that were to be directed toward student transportation and rural services. Other public service obligations, such as providing services on unprofitable routes and during off-peak periods received no direct subsidies. It was also at this time (1978) that private bus services were introduced to Sri Lanka to meet demand created by liberalizing the economy.

(ii) The Tipping Point: The central government continued to control fares, increasing them erratically and without a clear tie to operating costs, which led to further deficits. The government’s subsidy levels remained stagnant for a number of years, thereby falling below the

1 National Transport Commission, 2005

A13-1 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

actual costs of providing services, which resulted in the SLCTB and RTBs having to financially cover the government’s public service obligations. Deficits rose to Rs. 570.8 million in 1988. The opening of the bus sector to private bus operations introduced competition in the market and RTBs were unable to compete. By 1988, after a decade since decentralization, financial deficits and aggressive competition led the RTBs and SLCTB to operate 4,411 buses/day (15% reduction since 1978) for 334 million km annually (36% reduction since 1978) and 15.4 billion annual passenger km annually (32% reduction since 1978), as well as a reduction in rural services. This reduction in operations came without a corresponding staff reduction, such that SLCTB and RTB staff totaled 50,472 in 1988.2 On top of the financial setbacks, RTB failed to demonstrate the professionalism, scope, image, and strength that had been observed in the CTB of the 1960s and 70s and provided inefficient and ineffective services.

(3) Peoplization (1990-96)

(i) History: In 1990, the government decided to privatize the state owned bus sector into 93 companies. 3 The mechanism was called peoplization and combined with new regulatory arrangements under the National Transport Commission Act, No 37 (1991). Each of the 93 RTB depots was transformed to a Limited Liability Company (LLC) under the terms of the Conversion of Public Corporations or Government-owned Business Undertakings into Public Companies Act, No 23 of 1987. The central government retained 50% of the shares and the remainder was distributed among the companies’ staff. SLCTB continued to operate four depots from the Northern RTB. On a positive note, staff cutbacks were able to successfully shed 15,000 SLCTB and RTB staff.4

(ii) The Tipping Point: Fare constraints continued, as did the requirement that the peoplized companies continue to provide unprofitable routes and service obligations. Peoplized companies lacked management professionalism in that they did not have the experience and strength needed to combat the demands made by the employees-owners, who balked at attempts to implement efficiency improvements. Both the staff and management were unaccustomed to independence, as they had always been under a tightly controlled centralized organization, and were therefore lacking the knowledge as to how to operate high quality and efficient services. SLCTB and RTB organizations were retained without clear delineation of functions and further required Treasury funds. They remained in existence, while not contributing substantially to the sector, until they were dissolved by the Sri Lanka Transport Board Act, No. 27 (2005).

Some of SLCTB’s heavy and specialized repair and bus assembly workshops were privatized. Because the new owners were incapable of running these workshops due to poor management, the peoplized companies had to find other options or undertake the repairs themselves. The government soon realized the failure in this privatization, but by this time the workshops had deteriorated and were outdated/unusable. The central government was forced to take over operations of the workshops, while continuing to pay wages and utilize the low quality equipment and facilities. By 1996, the public sector bus supply was about 4,716 buses/day, which operated 348 million annual km, and provided 20.3 billion annual passenger km. The peoplized companies were able to shed more staff and by 1996 had approximately 36,424 employees total. Financial deficits in 1996 had risen to Rs 842.4 million.5

2 National Transport Commission, 2005 3 The 93 depots of the Regional Transport Boards were turned into 93 peoplized companies. 4 National Transport Commission, 2005 5 National Transport Commission, 2005

A13-2 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

(4) Consolidation (1996-2005)

(i) History: By 1996, the central government was unable to sustain the deficits and looked to resolve the issues in the bus sector. They decided to consolidate the peoplized companies to rectify the inefficient management and in 1996 the peoplized companies were combined to create 11 Regional Bus Companies (RBC) or Cluster Bus Companies (CBC). This occurred via an amendment No. 30 (1996) to the National Transport Commission Act. In exchange for a 40% increase in the government’s share of RBC ownership, the government provided new buses and spares to the RBCs. At this point, the government owned 90% of RBCs. SLCTB and RTBs remained to provide supervisory and monitoring services, although they had little control. At the same time, staff costs continued to be met by the Treasury.

At that time there was a brief consideration of completely privatizing the sector. The government advertised internationally and they received viable bids; however, there was litigation from some RBC employees and public interest groups. As the private sector did not have the best record in terms of safety and quality operations, complete privatizations was viewed skeptically. The issue was brought before the courts and by the time decisions were made, the Sri Lankan government changed, which resulted in a change in the privatization policy. The process took 2-3 years and this uncertainty of the future further added to the instability of the RBCs.

(ii) The Tipping Point: RBCs were created to introduce efficient management. However, the quality of staff had started to deteriorate in years past that there was insufficient numbers of well-educated, high quality staff to be utilized in the RBCs. The specialized workshop facilities available under SLCTB were not available to RBCs after the failed attempt at workshop privatization. The Government continued to experiment with attempts at privatization of RBCs, but each attempt lead to neglect and further weakening of RBCs due to policy uncertainty. Government subsidies for bus services were arbitrarily reduced in view of expected privatization, but were not restored after such privatization attempts failed. This led to service level reductions throughout the country. However, staff levels were not reduced in parallel, as shedding is difficult under government regulations. As per the previous attempts at change, the fare levels remained regulated and non-commercial. By 2003 the scale of bus services had dropped to 4,599 buses/day and 17.4 billion annual passenger km and RBC market share in the country had dwindled to 37%. Nevertheless, when compared to private operators, the public sector appears more productive.6

(5) Re-nationalization (2005-Present)

(i) History: In mid-2005, the Sri Lanka Transport Board (SLTB) was established by creating the Sri Lanka Transport Board Act, No. 27 (2005) and repealing the Sri Lanka Transport Board Law 19 (1978) and amendments to the NTC Act No. 37 (1991) and No. 30 (1996). The apparent rationale for the re-nationalization of the public bus sector was to improve the cost effectiveness and efficiency by amalgamating the various service providing organizations into one organization that had the management and control over the entire provision of public bus operations.7 Additionally, the government recognized the historical politicization of the bus sector and has attempted to rectify that by codifying the members of the SLTB Board. That is, the SLTB Act requires that four of the seven board members be appointed as professionals who are qualified in transport, management, law, finance, and/or engineering and that the SLTB

6 Passenger Transport Services Improvement Project, Asian Development Bank and Wilbur Smith Associates, 2004.Pages 48 - 63 7 Sri Lanka Transport Board Act, No. 27 (2005), Preamble

A13-3 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

Chairman be selected from one of these four appointees. Additionally, to incorporate some non-government sector management, the Act provides for the creation of a Central Advisory Committee to consist of nine members, four of whom are required to be representatives of Sri Lankan Institution of Engineers, Ceylon Chamber of Commerce, Chartered Institute of Logistics and Transport, and National Transport Commission. There is the expectation that these two aspects can help to ensure non-politicized professional decision-making and management, as well as introduce private sector participation in the Board’s decision making.

However, as of early 2006, the Chairman, Board, and Central Advisory Committee had not yet been appointed as provided for in the SLTB Act. Additionally, the public sector obligations seen throughout the sector’s history are still in existence and, while a fare policy has been created, it has not always been consistently applied to the public sector. SLTB’s staff size is still approximately 41,000 employees, or 8 persons/operating bus, and shedding employees will be a difficult proposition under the current government regulations.

(6) Private Bus Operators (1978-Present)

(i) History: Private bus operators were introduced in 1978 in the wake of the economy’s liberalization and the inability of the public sector to successfully meet demand. They grew rapidly and by 2003 were dominant in the industry with 63% of the market share island-wide and a greater share in urban areas. At that time, there were more than 16,000 private buses with permits, although only 11,608 buses were operating per day for 29.4 billion passenger km nationwide.

In its early stages, the private sector was regulated by the CTB and then by the central government’s Ministry of Private Omnibus Transport.8 Once the 13th Amendment of the Constitution was passed in 1987 and government decentralization occurred, intra-provincial transport came under the responsibility of the provinces. Since then, inter-provincial private sector buses have been regulated by the NTC, now under MoRT. Intra-provincial private buses are regulated by WPRPTA. The majority of these buses are owned individually and as of late 2005, there are approximately 6,649 private buses owned by about 4,500 operators in WP.

(7) Comparative Analysis of the Sri Lanka Bus Sector

Below is a summary of some of the basic indicators of the bus sector throughout its history. The conclusion being that on a number of indicators, the public sector appears more productive than the private sector in areas such as passenger km/bus/day, load factor, and bus km/day.

Table A 13.1 Comparative Bus Sector Indicators Buses Bus Pax Pax Load Bus Regulator Km Deficit Year operated km/ km km/bus factor km/staff Staff Regime (m) (Rs. m) /day day (b) /day (%) /day CTB 455 5,097 241 20.4 10,951 84.2 21.0 58,986 47.0 1978 Private No data available RTB 334 4,411 206 15.4 9,573 85.0 18.1 50,472 570.8 1988 Private No data available Peoplized 348 4,716 202 20.3 11,769 105.7 26.1 36,424 842.4 1996 Private 393 8,163 132 20.6 6,929 150.0 32.0 33,546 N/A RBC 334 4,599 195 17.4 10,392 105.3 22.4 40,918 2,043.0 2003 Private 559 11,608 132 29.4 6,930 150.0 No data available N/A Source: NTC, 2005 and this Study, 2006

8 Passenger Transport Services Improvement Project, Asian Development Bank and Wilbur Smith Associates, 2004.

A13-4 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

(8) Conclusions

Sri Lanka bus industry had gone through a full cycle for a bus industry. They began with state ownership under the notion of providing a public service, to decentralizing the sector and allowing the introduction of the private sector, to reestablishing mixed operations with state ownership and private involvement. Unlike some other developing countries, Sri Lanka appears willing and able to attempt significant changes in their effort to improve the bus industry. However, it is worth noting that there are obviously some fundamental issues in the urban public transport sector because for the wide variety of changes made, the service still does not meet the public’s demand.

There are some takeaways that can be observed that demonstrate some of the reasons why the different approaches have not been as successful as they should have been. Much of the rationale can be narrowed down to inappropriate or ineffective regulatory and supervisory mechanisms, as well as a low management capacity in the bus sector itself. Other rationale for the sector’s failures includes:

• Fares have been consistently regulated throughout the sector’s history due to the social aspects of the service and the large number of low-income citizens. Until 2001, a clearly defined fare policy did not exist and fares rarely increased in line with operating costs;

• Management capacity in the public bus sector has lessened over the years. The number of highly qualified transport professionals has always been small and when the public bus sector was disaggregated into many smaller companies, there were an insufficient number of highly qualified managers to handle them;

• A lack of understanding of the transport sector at the political/decision-making level has been pervasive, which has led to extensive political interference in the public bus sector. The pressure for employment generation led politicians to pad the public bus sector with unnecessary staff, regardless of the long-term consequences;

• Public service obligations were a requirement, regardless of the change in the sector’s organization, but requisite subsidies to make the services profitable were not provided. This included the continuation of unprofitable rural routes, unprofitable night services, and the carrying of school children for 10% of regular fares; and

• Heavy competition from the private sector occurred on the profitable routes, and because the regulatory structures for public and private were different and unable to be made compatible, public sector buses continued to lose market share.

A13.2 Rail History

SLR, initially named Ceylon Government Railways (CGR) was established by the British as a government department in 1864. The network was developed to move goods quickly from the inner-island plantations to the port in Colombo. The Railway Ordinance, which was created in 1864 for the original railway, still governs much of the railway’s operations and its outdated methodology is the root of some of the railway’s issues. It places authority for making, revoking, adding, or altering the rules regarding charges for the conveyance of passengers and goods by the railway with the Minister of Transport.

Between 1864 and 1923, the railway expanded tremendously and by 1923 it reached its peak length. As the bulk of freight was carried to the port of Colombo, when the port expanded, rail

A13-5 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

lines were laid to serve each pier. It was also the dominant passenger mode of transport with no road-based competition and high carrying capacity and speed (25 - 40 km/h in the hill country and 65 - 80 km/h in the low country). CGR became an important source of revenue for the government because of the rapid expansion of the export-led plantation economy.

With the import of private vehicles, lorries, and buses, and development of the roads, the railway began to lose its market share in both freight and passenger transport. After 1978, SLR lost its portion of the public transport monopoly, as services were opened to private operators to provide competitive services at low costs. At the same time, SLR tariffs were intentionally kept low, reducing their profits and increasing their dependence on the Treasury for expansion, operation, and maintenance. Like SLCTB, SLR was used for political patronage and staff size became excessive, further hampering the organization’s finances. In 2003, although staff size was reduced by 9% from the previous decade, staff costs more than doubled to account for 74% of recurring expenses.9 Further infrastructure development occurred over time including diesel traction, centralized traffic control, double tracking of 3 of the 4 major lines from Colombo, with triple tracking along part of the Main Line, and a spur to Colombo’s International Airport. In 2005, the rail network extended 1449 km on 10 routes serviced by 172 stations and 161 sub-stations. However, a lack of funds translated to a lack of investment in maintenance, which has curtailed the railway’s ability to serve passengers.

By 1993, SLR began posting losses and it was felt that reorganization of the organization was necessary. In 1993, Parliament passed an act to create a Railway Authority to prompt management autonomy. However, trade unions strongly objected and it was not implemented. In 2003, a decade after it was initially sought, SLR was finally converted to an Authority, but again, trade unions objected and SLR was subsequently converted back to a government department in early 2005 and subject to the same lack of flexibility in pricing, management, and labor. In 2004, SLR’s operating losses were Rs. 2.65 billion, a 28.5% increase from 2003, which accounts for almost 50% of the current expenditures in Transport and Communications by the central government.10 Other measures introduced in recent years to revitalize the organization have included creating a Railway Management Council and a Strategic Business Unit (SBU), but neither is currently functioning.

Since 1989, track length and rail route length has declined somewhat, although not substantially. 9 additional locomotives have been purchased, but the number of carriages and freight wagons has been reduced. Passenger rail traffic increased 30% between 1998 and 2003. Freight traffic, while demonstrating an increase of 20% in ton km between 1998 and 2003, still transports only 1% of the country’s freight, which shows that SLR is predominantly a passenger railway.

The private sector has not been heavily involved in SLR, although as shown in international cases, there is ample opportunity for their involvement. With the low fares and revenues, it is difficult to entice private sector investment. Politicization, strong trade unions, dependence on outdated procedures, a large staff and its governance as a department under the Railway Ordinance have all precluded its capacity to face current challenges.

Below is a table that outlines the performance of SLR in recent years. It shows that the early and mid 1990s showed a decrease in most infrastructure and freight services, with an increase in passengers and passenger km. There was also a substantial decrease in staff size, which increased the passenger km/staff/day. Between 1998 and 2003 there has been a resurgence of investments in infrastructure, as the track length, stations, sub-stations, locomotives, and freight

9 Sri Lanka Railways, Facts and Figures 1994 - 2003. Created by the Traffic Costing Unit, October 2004 10 Central Bank of Sri Lanka Annual Report, 2004

A13-6 Urban Transport Development Appendix 13 of the Colombo Metropolitan Region Historical Review of Bus and Rail

wagons all increased, as did freight and passenger travel. Further staff cuts have also enabled more efficient service.

Table A 13.2 Rail Indicators

Indicator 1990 1998 % Change from 98-90 2003 % Change from 98-03 Route Length 1,453 1,447 -0.41% 1,449 0.14% Track Length 1,944 1,640 -15.64% 1,858 13.29% Stations 168 168 0.00% 172 2.38% Sub-Stations 117 144 23.08% 161 11.81% Locomotives 195 182 -6.67% 200 9.89% Passenger Coaches 1,236 1,152 -6.80% 1,126 -2.26% Freight Wagons 2,693 2,553 -5.20% 2,569 0.63% Passengers (m) 68.7 82 19.36% 113 37.80% Passenger km (b) 2.78 3.54 27.26% 4.61 30.15% Average Trip Length (km) 40 38 -5.00% 40 5.26% Freight (t) 1.4 1.3 -7.14% 1.5 15.38% Freight (t km) 170 105 -38.24% 126.5 20.48% Staff 26,729 18,605 -30.39% 16,898 -9.17% Pax km/Staff/Day 285.05 521.14 82.82% 746.79 43.30% Source: SLR Facts and Figures, 1994-2003 and 1989-1998 and This Study, 2006

A13-7 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

Appendix 14 Public Transport Passenger Survey Results

A14.1 Survey Description A passenger survey of public transport passengers (public bus, private bus, and rail passengers) was undertaken on January 12, 2006. The purpose of the survey was to clarify their attitudes with regards to the existing situation and also obtain their opinions on some potential future measures. The data expected to be gathered includes (i) basic user data; (ii) trip data; (iii) general opinion of the existing transport situation (focused more on public transport); (iv) satisfaction with bus/rail indicators; (v) opinion of measures to improve public transport service and infrastructure. The results of the survey will help to provide an understanding as to the level of acceptance of current and potential future measures.

Public and Private Bus Passengers The survey interviewed 876 public and private bus passengers at Pettah, Borella, Kadawatha, and Homagama. The analysis of the current situation and passengers opinions of the issues are summarized in section 2 of this Appendix.

Rail Passengers The survey was conducted of 295 rail passengers at Pettah and Maradana rail stations. The analysis of the current situation and passengers opinions of the issues are summarized in section 3 of this Appendix. The Interim Report will include their opinions on future measures.

A14.2 Comprehensive Survey Results: Bus Sector

• 62.4% of bus passengers surveyed are male; • 64.4% of the passengers surveyed are between the ages of 21-40;1 • The average income of bus passengers can be seen in the following figure:

300 250 200 150 100 50 0

0 0 0 0 00 0 0 0 0 d. ,0 ,0 ,0 ,0 ,0 n 5 10 15 25 5 pe < 1- 1- 1- >2 e 0 0 0 /D ,0 ,0 ,0 d. 5 10 15 tu ./S m ne U Source: This Study Figure A14.1 Surveyed Bus Passengers, Average Income, 2006

• 77.6% of bus passengers interviewed do not have access to a private vehicle;

1 School children were purposely not interviewed since it was assumed that they did not have a modal choice and were not experienced enough to provide accurate responses.

A14-1 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

• Of those who share or do not currently have access to a motorcycle, 69.6% said they have no plans to buy a private vehicle in the upcoming year; • Of those who share or do not currently have access to a car, 67.7% said they have no plans to buy a private vehicle in the upcoming year; • 61.5% show no preference between SLTB or private buses, whereas 7.3% usually use SLTB and 31.2% usually use private buses; • 88.8% of passengers use normal services (i.e. no A/C, local routes, etc.); • 35.8% of the trips are work-related, shopping accounted for 16.7% of trips, and leisure/visiting family accounted for 14.7%; • 29.9% indicated an in-vehicle travel time between 21-40 minutes, with 19.6% having an in-vehicle travel time between 41-60 minutes. 13.7% indicated an in-vehicle travel time of more than 120 minutes; • 28.0% and 28.1% indicated a total waiting time of 5 minutes or less and 6-10 minutes, respectively; • Types of modes used before and after the bus trip are shown below: 450 500 400 450 350 400 300 350 300 250 250 Transfer 200 200 Before 150 150 Transfer 100 100 50 50 After 0 0

s s s g) er r le u r in e k eel Ca yc Bu B h l h r rc B te ge o T a Ot Wa W n t iv ( e- SL e sse Mo Pr No hr T Pa Source: This Study Figure A14.2 Surveyed Bus Passengers, Modal Transfers, 2006

• 61.2% of passengers surveyed did not use the Central Bus Stand or the 2 private Pettah stands on their trip; • Use of other public transport modes during the trip is shown below:

600

500 SLTB 400 Private 300 SLR 200 Three- 100 Wheeler

0 k o ay o m d s/w /wk m / y e/ e r ce c c e ime n t O On n on Ev w tha Fe s es L Source: This Study Figure A14.3 Surveyed Bus Passengers, Frequency of Use of Other Modes, 2006

A14-2 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

• Cost (37.3%), time (18.0%), and convenience (16.4%) were indicated as the reasons for using public transport, while 15.8% indicated they had no other option; and • 36.7% had a neutral opinion of the bus sector, while 41.7% were somewhat dissatisfied or dissatisfied and the remainder (21.6%) were somewhat satisfied or satisfied.

The survey results show that most of the bus passengers are a captive audience, in that most passengers do not have access to private vehicles and do not anticipate purchasing one in the near future. Average monthly income in WP in 2003-04 was Rs. 14,892, which shows that mainly those with average and below average incomes are bus passengers.2 There is very little loyalty among passengers as to which bus operator they use, showing that they see few differences between the options. Most passengers appear to have a direct route, as the majority of their transfers before/after are walking, which indicates that pedestrian access to stops and terminals should be a focus of future improvements. For those that do transfer, they are transferring to another bus or three-wheeler, indicating that improving intermodal transfers will help to improve public transport for many. The majority of passengers did not use the Central Bus Stand or the private Pettah stands, which could demonstrate that perhaps the intra-provincial use of those stands is on the decline. For the most part, those who use buses daily only use buses – that is there does not appear to be a substantial number of bus passengers who transfer daily between SLR and the buses (further evidenced by the response that most people queried use SLR never or less than once/month).

Passengers were queried as to their general opinions of the existing situation of transport in CMR. The average response for each category can be seen in the following figure (1 = very bad and 5 = very good). The responses show that there is an equally low impression of SLR, SLTB, and private buses, with SLTB being slightly less negative than SLR and private buses. Existing traffic congestion and air pollution were indicated as very bad.

Existing Traffic Congestion 3 Quality of Pedestrian 2.5 Current Air Pollution Environment 2

1.5 Quality of SLR Traffic Safety

Quality of SLTB Quality of Private Buses

Legend: 1=Very Bad 2=Somewhat Bad 3=Neutral 4=Somewhat Good 5=Very Good Source: This Study3 Figure A14.4 Surveyed Bus Passengers, Opinion of Existing Situation, 2006

Passengers were also queried on their satisfaction with a myriad of public transport indicators. Figure A14.5 shows the average satisfaction of each indicator with very dissatisfied = 1 and very satisfied = 5. Figure A14.6 shows the average importance of each indicator, where very unimportant = 1 and very important = 5. Vehicle speed, riding comfort, and intermodal connections had the highest satisfaction, which is a contrast from Figure A14.5 where existing traffic congestion, which was indicated as quite poor. Bus stop conditions and reliability had the

2 Consumer Finances and Socio-Economic Survey Report, Central Bank of Sri Lanka, 2003-04 3 Passengers who chose “Don’t Know, Don’t Use” for SLR were eliminated from this figure.

A14-3 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

lowest satisfaction scores. There was little discrepancy between the average responses of important indicators; all of the indicators were viewed as somewhat important.

Reliability Cost of Bus 3 Directness of Route Driver Behavior Vehicle Speed 2.75 Conductor Behavior Riding Comfort

2.5 Personal Safety on Bus Intermodal Coordination

2.25 Personal Security on Bus Pedestrian Access 2 Condition of Bus Existing Payment System

Cleanliness of Bus Provision of Facilities at Stop

Effect of Traffic Congestion Bus Stop Conditions

Inside Bus Waiting Time Passenger Information Outside Bus Waiting Time Commercial Service at M ajor Stations Door to Door Time

Legend: 1=Unsatisfied 2= Somewhat Unsatisfied 3=Neutral 4=Somewhat Satisfied 5=Satisfied Source: This Study Figure A14.5 Surveyed Bus Passengers, Satisfaction with Bus Indicators, 2006

Reliability Cost of Bus 4.25 Directness of Route

Driver Behavior Vehicle Speed

Conductor Behavior 4 Riding Comfort

Personal Safety on Bus Intermodal Coordination 3.75

Personal Security on Bus Pedestrian Access

3.5

Condition of Bus Existing Payment System

Cleanliness of Bus Provision of Facilities at Stops

Effect of Traffic Congestion Bus Stop Conditions

Inside Bus Waiting Time Passenger Information

Outside Bus Waiting Time Commercial Service at M ajor Stations Door to Door Time Legend: 1=Unimportant 2= Somewhat Unimportant 3=Neutral 4=Somewhat Important 5=Important Source: This Study Figure A14.6 Surveyed Bus Passengers, Bus Indicators Importance, 2006

A14-4 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

A14.3 Comprehensive Survey Results: Rail Sector A survey was conducted in January 2006 on 295 SLR passengers. The major results are as follows:

• 66.0% of passengers are male; • 63.4% of passengers are between the ages of 21-40; • The average income of bus passengers can be seen in the following figure:

120 100

80 60 40

20 0

0 0 0 0 0 d. 00 00 00 00 00 n 5, 0, 5, 5, 5, pe < -1 -1 -2 2 e 1 1 1 > ./D 00 00 00 d 5, 0, 5, tu 1 1 ./S m ne U Source: This Study Figure A14.7 Surveyed Rail Passengers, Average Monthly Income, 2006

• 71.5% of rail passengers interviewed do not have access to a private vehicle; • Of those who share or do not have access to a motorcycle, 78.5% said they had no plans to buy a private vehicle in the next year; • Of those who share or do not have access to a car, 73.3% said they had no plans to buy a private vehicle in the next year; • In-vehicle travel time was highly variable with 22.0% indicating an in-vehicle travel time of 41-60 minutes, 20.3% between 60-90 minutes, and 20.7% over 120 minutes;4 • 28.5% indicate a waiting time between 6-10 minutes, with 22.0% of 5 minutes or less; • Use of other public transport modes during the trip is shown below: 140 140 120 120 100 100 Transfer 80 80 Before 60 60 Transfer 40 40 After 20 20 0 0

s s g) er ar le u rs in e k eel yc B th h er C rc B te Bu al g T O W W n to iva ( e- SL e sse Mo Pr No hr a T P Source: This Study Figure A 14.8 Surveyed Rail Passengers, Intermodal Transfers, 2006

4 The >120 minutes could be weighted toward longer distance passengers (i.e. those from beyond the CMR) as non-express long-distance trains do stop at the local stops in CMR to pick up commuter passengers.

A14-5 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

• 70% of users purchased a daily ticket, while only 24% had a season type of ticket; • Railway users frequency of use of other modes is shown below:

180 160 140 120 SLTB 100 Private 80 SLR 60 Three-Wheeler 40 20 0

k k o ay d /w w m mo y es ce/ ce/ ce/ er n n Ev tim On O n o ew a F th ss Le Source: This Study Figure A14.9 Surveyed Rail Passengers, Frequency of Use of Other Modes, 2006

• Time (30.6%), cost (21.9%), and convenience (21.2%) were indicated as the reasons for using public transport, while 17.6% indicated they had no other option; and • 54.1% of passengers are somewhat satisfied or very satisfied with SLR, while only 16.4% were somewhat dissatisfied or very unsatisfied.

Some of the general results closely parallel the results of the bus survey, indicating that people with similar demographics use public transport. Like the buses, there is a captive ridership, with few people anticipating moving on to private vehicle ownership. The likelihood of transferring to a different mode, especially private buses, from SLR is more prominent with SLR passengers, thereby indicating that transfer facilities would result in an improvement in travel and waiting times. The use of daily tickets is substantially higher than expected, especially in light of the tremendous discount given for seasonal tickets, although it is not clear why there is this discrepancy. As opposed to the bus sector, the majority of users seem somewhat satisfied with SLR, indicating that improvements in the system may bring about modal shifts.

Passengers were queried as to their general opinions of the existing situation of transport in CMR. The average response for each category can be seen in the following figure (1 = very bad and 5 = very good). Like the bus passengers surveyed, existing traffic congestion and air pollution were indicated as very bad, although the SLR passengers indicated that they felt them to be even worse than the bus users, which is perhaps why they are train passengers instead. The responses show that there is an neutral impression of SLTB and a somewhat bad impression of private buses. SLR was on the good side of neutral in terms of the general opinion of the service.

A14-6 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

Existing Traffic Congestion 3.5

Quality of Pedestrian 3 Current Air Pollution Environment 2.5 2 1.5 1 Quality of SLR Traffic Safety

Quality of SLTB Quality of Private Buses

Legend: 1=Very Bad 2=Somewhat Bad 3=Neutral 4=Somewhat Good 5=Very Good Source: This Study

Figure A14.10 Surveyed Rail Passengers, Opinion of Existing Situation, 2006

Passengers were also queried on their satisfaction with a myriad of public transport indicators (Figure 7.12), with very dissatisfied = 1 and very satisfied = 5, and the importance of these indicators (Figure 7.13), with very unimportant = 1 and very important = 5. Respondents indicated that they were on the satisfied side of neutral for the majority of indicators. Not surprisingly, the cost of SLR was selected as the indicator with the highest satisfaction, followed by railway staff behavior, passenger information, and existing payment system. Those with the lowest levels of satisfaction were the condition and cleanliness of the train and the facilities and condition at the stations, both of which can be handled in the current structure of the system. The most importance was given to passenger information and reliability, with railway staff behavior being the least important.

Reliability 3.75 Cost of Train Directness of Route 3.5 Railway Staff Behavior Vehicle Speed 3.25

3 Personal Safety/Security on Trains Riding Comfort 2.75 2.5

Condition of Train 2.25 Intermodal Coordination 2

Cleanliness of Train Pedestrian Access

Outs ide Train Waiting Time Existing Payment System

Door to Door Time Provision of Facilities at Stations

Commercial Service at Stations Railway Station Conditions Passenger Information

Legend: 1=Unsatisfied 2= Somewhat Unsatisfied 3=Neutral 4=Somewhat Satisfied 5=Satisfied Source: This Study Figure A14.11 Surveyed Rail Passengers, Satisfaction with Rail Indicators, 2006

A14-7 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

Reliability 4.5 Cost of Train Directness of Route

Railway Staff Behavior Vehicle Speed 4.25

Personal Safety/Security on Trains 4 Riding Comfort

3.75 Condition of Train Intermodal Coordination

3.5

Cleanliness of Train Pedestrian Access

Outside Train Waiting Time Existing Payment System

Door to Door Time Provision of Facilities at Stations

Commercial Service at Stations Railway Station Conditions Passenger Information Legend: 1=Unimportant 2= Somewhat Unimportant 3=Neutral 4=Somewhat Important 5=Important Source: This Study Figure A14.12 Surveyed Rail Passengers, Rail Indicators Importance, 2006

A14-8 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

A14.4 Bus Passenger Survey Below is the bus passenger survey that was created to gather the above results.

Figure A14.13 Bus Passenger Survey

A14-9 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

Source: This Study Figure A14.13 Bus Passenger Survey, Continued

A14-10 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

A14.5 Rail Passenger Survey Below is the rail passenger survey that was created to gather the above results.

Figure A14.14 Rail Passenger Survey

A14-11 Urban Transport Development Appendix 14 of the Colombo Metropolitan Region Public Transport Passenger Survey Results

Source: This Study Figure A14.14 Rail Passenger Survey, Continued

A14-12 Urban Transport Development Appendix 15 of the Colombo Metropolitan Region Case Studies: Southern Province Bus Service Improvements

Appendix 15 Case Studies: Southern Province Bus Service Improvements

Sri Lanka’s Southern Province has attempted some projects to resolve some of the major issues facing public transport. These same issues are apparent in Western Province, as discussed in Chapter 7.

A15.1 Tendering Passenger Transport Service Permits

Beginning in 2001, the Southern Province Road Passenger Transport Authority (SPRPTA) began tendering passenger transport service permits for urban and rural bus routes. The tender is for a specific slot in a rotating timetable on a specific route. At this time, only routes that have vacancies, according to the rotating timetable, and new routes are being put out for tender. Vacancies occur if (a) the route’s timetable is expanded; (b) the number of stand-by buses is increased to maintain the timetable; or (c) a permit or permits are cancelled for violating the permit conditions.

The bid documents do include service provisions, including crews trained by SPRPTA, adherence to the monthly rotated timetable, and must use the size of bus specified. Operators who are interested in bidding have access to the bidding documents and the rotated timetable so that they are able to ascertain potential revenues and estimate a viable bid. Bids are then submitted to SPRPTA within 21 days of advertisement and SPRPTA opens the bids in the presence of the bidders and reads the bids aloud. The permit is then given to the highest bidder and he has 60 days to commence services. The permit has no expiration date and is renewed annually. Therefore, the operator can expect to maintain the permit unless it is cancelled for service or SPRPTA law violations.

A reward scheme has been introduced to encourage an improvement in the quality of bus services. Points are awarded for the following: (1) if the operator has more than one bus; (2) if the operator has trained crews through the ongoing SPRPTA training program; (3) if the operator pays Employee Provident Fund (EPF) benefits to the crews; (4) gives uniforms to his crews; (5) is a member of a registered operator association; (6) if the operator has received certificates of commendation for a good bus service; (7) if he has more than one permit to operate on routes; (8) if tickets are always issued to passengers; and (9) other level of service improvements. Points are awarded by a committee and depending on the number earned, the operator can receive a percentage of the tender price up to 50%.

The money generated by this scheme goes directly to the SPRPTA, not to the Southern Province’s general budget. SPRPTA in turn has used this money to (i) subsidize or pay for low demand routes/services such as rural services, school services; (ii) pay for evening services; (iii) operate a crew training program; and (iv) pay for administrative costs of the tendering scheme.

The scheme was proposed in 2001 by the Southern Province Minister of Transport. He expressed interest in freeing politicians of the pressure exerted by would-be operators who continually seek political influence to obtain route permits. SPRPTA devised this scheme to eliminate political influence as the tender is opened publicly, read aloud, and given to the highest bidder on the spot. The Minister put the scheme forward to the Southern Provincial Council (SPC) as a corruption reduction mechanism.

A15-1 Urban Transport Development Appendix 15 of the Colombo Metropolitan Region Case Studies: Southern Province Bus Service Improvements

As of the end of 2005, 304 of Southern Province’s 450 routes (68%) have been either partially or completely tendered. Of those 304 routes, 10 are urban routes and the remainder are rural routes. On the 450 routes, there are a total of 1,260 total permits. Those who have competitively obtained permits through the tender process are around 25% of the total, or about 315 permits have been tendered by this scheme.

SPRPTA reports that they have noticed an increase in the service quality because of the parameters attached to the tender. Continued coordination with SLTB through coordinated and rotating timetables for each route has significantly reduced competition. Operators who were interviewed indicated that overall, they were happy with the scheme, although they had the following concerns: (1) difficulty in estimating the tender price; (2) tendering school services and office transport contracts after the routes are tendered has reduced the number passengers, which was not anticipated when the bid price was estimated; and (3) increasing the fares has produced a modal shift in rural areas from bus to walking or cycling, which was not anticipated when the bid price was estimated.

A15.2 Shared Infrastructure

Unlike in WP, all 15 Southern Province terminals serve both SLTB and private buses. Routes that are operated by SLTB and private operators also share departure bays. Additionally, each route and all overlapping sub-routes share these bays. Each bus pays Rs. 400/day to use the terminal and the money is used for terminal management and maintenance. SPRPTA uniformed time keepers are assigned to supervise and ensure that loading and dispatching times are maintained as per the timetable. Runners, the informal individuals found in WP private terminals and whose role is to load the buses for a fee, are not tolerated inside SP terminals. Buses must arrive at the given time on the timetable to the loading slot and depart at the stated time on the timetable. If the bus is late, a stand-by bus is provided to maintain the timetable and the late bus forfeits its slot in the timetable. The Southern Provincial Council also provides funds for terminal maintenance on the basis of requests for funds presented by the SPRPTA. Civil works are by the Provincial RDA and Provincial Engineering Service. For 2005 the SPRPTA received Rs 150,000 for terminal maintenance. SPRPTA has about 15 terminals to maintain.

A15.3 School Bus Transport

SPRPTA operates school services on 15 regular bus routes in 4 main cities - Galle, Ambalangoda, Matara, and Thangalle. SPRPTA selects operators who have a proven reliability and safety record as well as having at least 2 buses. Each selected operator then enters into a contract with SPRPTA and receives two slots in the timetable (morning and afternoon). The operator is then required to (i) carry school children on the specified school trip at 50% of the authorized adult fare; (ii) drop the children at the gate of the school; (iii) carry only school children and teachers (no general passengers); and (iv) assure reliability by having a second bus in case of breakdowns or other bus failures. Additionally, the operator also receives other trips in the regular route timetable as well as a fuel subsidy for the fuel spent carrying school children. Service expansion has been hampered by insufficient funds.

A15-2 Urban Transport Development Appendix 16 of the Colombo Metropolitan Region Example of Western Province Rotated Bus Schedule

Appendix 16 Example of Western Province Rotated Bus Schedule

Below is an example of a WPRPTA rotated timetable for Bus Route #201 - Gampaha - Nittambuwa. Using the back of the timetable (Figure A16.2), each bus (vertical column) is assigned a rotated number for each day of the month (horizontal row). For example, on the 2nd, bus number 29 - 1217 (the 4th bus listed) has the #5 slot. By using the front of the timetable (Figure A16.1), the #5 slot will start service following NIT05 schedule - at 06:11. This bus will finish at 13:52, after completing 4 round trips. The driver is then done for the day, although he only completed 4 round trips and worked less than 8 hours. The timetable was created to allow for 13 buses to operate on the route/day. On the back of the timetable (Figure A16.2), every day there are 5 buses designated as stand-by (SB1 - SB5). Drivers in those slots are supposed to come to the depot and fill in if a scheduled bus does not show. The order that they fill in is based on their stand-by slot, with 1 being the first stand-by bus to fill in. Those buses that receive a slot number for that day between 14 and 20, but not a stand-by slot, do not work that day. On this route, most of the buses/drivers operate 15 days/month, have 6 stand-by days/month, and have 10 days off/month, although because of the odd number of buses, this does vary.

A16-1 Urban Transport Development Appendix 16 of the Colombo Metropolitan Region Example of Western Province Rotated Bus Schedule

Source: WPRPTA, 2005 Figure A16.1 Front of WPRPTA Rotated Bus Timetable

A16-2

of th Urban e Colombo T r anspo rt Development

Metr opolitan Region A16-3 Example of

W e stern Pr ovince RotatedBus

Source: WPRPTA, 2005 Appendix 16

Figure A16.2 Back of WPRPTA Rotated Bus Timetable Sch e du le

Urban Transport Development Appendix 17 of the Colombo Metropolitan Region Three-Wheeler Driver Survey Results

Appendix 17 Three-Wheeler Driver Survey Results

A17.1 Introduction

A survey of 306 three-wheeler drivers was conducted on January 10, 2006 at (i) Galle Road at Kollupitiya; (ii) Pettah near the bus stands (Central Colombo); (iii) Borella Junction (Central Colombo); (iv) Homagama near the bus station (CMR periphery); and (v) Kadawata Junction (CMR periphery). The purpose of this survey was to understand (i) driver characteristics; (ii) working environment; (iii) opinion of the existing environment; and (iv) opinions on recommendations to improve the operating environment. The analysis of the current situation and drivers’ opinions of the issues are summarized in this Appendix.

A17.2 Comprehensive Survey Results

• 64.4% of the three-wheeler drivers who were surveyed for this project are between the ages of 30 and 49; • Their highest education level attained ranges from primary school (29.4%), to GC O-levels (58.5%), with only 10.8% having passed GC A-Levels or higher; • Membership in a three-wheeler association is evenly split with about 48% belonging to an organization; • 66% of the surveyed drivers own their vehicle, although they were reluctant to indicate how many other three-wheelers they owned; • 92.5% of their vehicles possess 2-stroke engines; • 91.5% of the drivers work 5 or more days/week; • 65% of the drivers work 9 or more hours/day; • Of those who work 5 or more days/week, 69% of them work 9 or more hours/day; • Average daily fuel costs are Rs. 343/day;1 • Of those drivers who rent a vehicle, 63.9% pay between Rs. 201-300/day for the rental fee; and • Daily take home pay is as follows:

1001-1500 Rs. >1500 Rs. <=200 Rs. 2% 0% 501-1000 Rs. 7% 29%

201-500 Rs. 62% Source: This Study Figure 17.1 Survey of Three-Wheeler Drivers, Daily Take Pay, 2006

1 According to the head of the SLTRRRSS, a three-wheeler averages 25km/liter and uses about 4 liters/day, for about 100 km of driving/day. At Rs 80/liter, it is estimated that petrol costs are Rs 320/day + Rs 30/day for oil.

A17-1 Urban Transport Development Appendix 17 of the Colombo Metropolitan Region Three-Wheeler Driver Survey Results

The result of the data above indicates that most three-wheeler drivers are full-time drivers, that is, they do not have another method of income. Their monthly income can then be estimated to be between Rs. 4,523 and Rs. 15,750, depending on the number of days worked and daily income. The economic and social aspects of these results will need to be taken into account later in this project when discussing how to curb the number of three-wheelers in operation, as it is likely that there would be significant protests from the current drivers were there to be a maximum identified. Since 92.5% of three-wheelers are 2-stroke engines, increasing environmental legislation to ban 2-stroke engines could be a difficult policy to pass, although prohibiting additional imports of 2-strokes would not affect the current drivers.

Additionally, the drivers were queried about their opinions on the existing traffic and transport situation in CMR. The average response for each category can be seen in the following picture (1 = very bad and 5 = very good for traffic congestion, air pollution, traffic safety, and profitability and 1 = too few and 5 = too many for current amount of three-wheeler regulations).

Traffic Congestion 4

3.25

2.5 Current Amount of 3W Air Pollution Regulations 1.75

1

Profitability Traffic Safety

Legend: 1=Very Bad 2=Somewhat Bad 3=Neutral 4=Somewhat Good 5=Very Good Legend for Regulations: 1=Too Few 3=Neutral 5=Too Many Source: This Study Figure 17.2 Surveyed Three-Wheeler Drivers, Opinion of Existing Situation, 2006

Figure A17.2 indicates that the drivers believe that traffic congestion and air pollution are quite poor, traffic safety is slightly less than neutral, while profitability and the quantity of three-wheeler regulations are above neutral. The fact that they see their levels of profitability as relatively positive means that most drivers have not yet experienced a negative outcome from the additional three-wheelers that are entering the market daily - that is, there is sufficient business for the drivers to make a living. Additionally, as most drivers interviewed indicated that there were too many regulations for the three-wheelers, when in reality, the three-wheelers are completely unregulated (except for licensing and registration) does not bode well for increasing authority over their operations.

A17-2 Urban Transport Development Appendix 17 of the Colombo Metropolitan Region Three-Wheeler Driver Survey Results

A17.3 Three-Wheeler Driver Survey

Source: This Study Figure A17.3 Three-Wheeler Driver Survey

A17-3 Urban Transport Development Appendix 18 of the Colombo Metropolitan Region Prioritization Matrix of Environmental Issues

Appendix 18 Prioritization Matrix of Environmental Issues

Selected High Priority Issues

Figure A18.1 Natural and Social Environment Working Group – Results of Prioritization of Environmental Issues

A18-1 Urban Transport Development Appendix 18 of the Colombo Metropolitan Region Prioritization Matrix of Environmental Issues

Figure A18.1 Natural and Social Environment Working Group – Results of Prioritization of Environmental Issues, continued

A18-2 Urban Transport Development Appendix 18 of the Colombo Metropolitan Region Prioritization Matrix of Environmental Issues

Figure A18.1 Natural and Social Environment Working Group – Results of Prioritization of Environmental Issues, continued

A18-3 Urban Transport Development Appendix 19 of the Colombo Metropolitan Region Categories of Environmental Issues

Appendix 19 Categories of Environmental Issues

Figure A19.1 Categories of Environmental Issues

A19-1 Urban Transport Development Appendix 19 of the Colombo Metropolitan Region Categories of Environmental Issues

Figure A19.1 Categories of Environmental Issues, continued

A19-2 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Appendix 20 Project Sheets for Short List Projects

A20-1

of the Colombo Metropolitan Re Study on D Urban Transport

Table A20.1 Summary of Short List Projects (1/5)

Implementing Project Type ID# Title Short Project Description Agency Institutional Inst-1 Technical Assistance to Establish the Presidential MoRT Establish a central high-level body that represents the main political Committee on Urban Transport (PCUT) and decision makers in urban transportation, including Western Secondary Coordination Mechanisms Provincial Council (WPC). It should be chaired by a high-level official with direct access to the President. A Secretariat will support PCUT and will be2 Appendix located in the Ministry of Railways and evelopment

Transport (MoRT). ProjectSheets for Short gion

Bus Bus-1 Technical Assistance to Lay Groundwork for Bus NTC, WPRPTA Develop pilot concessioning project on routes 103, 148, 119, and Route Concessioning and Undertake a Pilot 138 and undertake the necessary steps to make full urban bus route Concessioning Project concessioning successful, including legalizing concessioning, route rationalization, tender document development, and education Bus Bus-2 Project to Increase Intermodal and Intramodal WPRPTA Create timetables for both privately operated and jointly operated

A20-2 Coordination by Timetable Creation, bus routes, with a focus on High Demand Corridors and those routes Implementation and Enforcement that have high transfer rates with SLR Bus Bus-8 Develop Bus Stop Facilities on High Demand CMC, RDA Improve bus stop facilities including bus bays, shelters, lights, and Corridors passenger information for all stops along major routes starting on high demand corridors BRT BRT-1 Bus Rapid Transit System UDA Develop bus rapid transport from Galle Road (Dehiwala)- Pettah- Battaramulla over a 20 km alignment that will include 24 intermediate stops under a PPP scheme. Rail Rail-1 Rehabilitation of Rail Siding and Rail Facilities SLR Rehabilitate the Main, Coastal, KV, and Puttlam Lines within the suburban area with regards to rail siding and rail facilities Rail Rail-2 Rehabilitation of Signaling and Communications SLR Rehabilitate the Main, Coastal, KV, and Puttlam Lines within the Systems suburban area with regards to signaling, and communications systems. There are 2 proposals with regards to improving the signaling system. L ist Project 0 s

of the Colombo Metropolitan Re Study on D Urban Transport

Table A20.1 Summary of Short List Projects (2/5)

Implementing Project Type ID# Title Short Project Description Agency Regulatory PT-1 Project to Improve School Transport Services NTC (i) Develop regulations for school transport drivers and vehicles, as well as identify the process for implementation and (ii) assist NTC in further implementing large capacity school services.

Road Road–1 Outer Circular Highway [OCH] Construction RDA Construction of the 29.1 km2 Appendix long OCH will divert through traffic evelopment from Colombo and increase network connectivity via the linking of .major transport corridors. ProjectSheets for Short gion Road Road-6 Base Line Road Construction Phase III & Existing RDA Baseline Road construction to consist of extending and/or widening Baseline Road Improvement (inclusive of bridge/culvert construction) from High Level Road at Kirulapone to Ratmalana on Galle Road (7.42km). Note improvement of the existing Baseline Road consists of building an interchange at Orugodawatta and a flyover to cross over the intersections between Borella-Buddahalaoka. Road Road-7 Marine Drive Extension Construction (including 1 RDA Marine Drive (2km to the north & 1.75km to the south) to be A20-3 flyover) extended to alleviate congestion on Galle Road by providing a viable alternative route along the coastline. A flyover to be built at Dehiwala to provide better access to Marine Drive from Galle Road. Road Road-10 Duplication Road Extension Construction RDA Duplication Road to be extended by 450m to connect directly with the four-lane W.A. Silva Mawatha Road to create a better alternative route to Galle Road, and thereby reduce congestion and promote commercial growth on the southern portion of Duplication Road. Road Road-14 B152 Widening & Improvement of Access Roads RDA B152 to be widened to a standard 2-lane road for a distance of B425 and Eppamulla-Panunugama Road 5.2km, together with upgrading of access roads B425 and Eppamulla-Panunugama Road to a standard 2-lane structure, to provide an alternative route to A3 and thereby reduce congestion. Road Road-15 Improvement of Colombo-Horana Road RDA 15km section from Pamankada Bridge to Kahathuduwa to be (including Kohuwala Flyover Construction) widened to a 4-lane road and 12.6km section from Kahathuduwa to Horana to be widened to a standard 2-lane road facility for a total of 27.6km. Will serve as an important access route to the Southern Highway. Construction of a flyover at Kohuwara is also proposed as

part of this improvement. L ist Project 0 s

of the Colombo Metropolitan Re Study on D Urban Transport Table A20.1 Summary of Short List Projects (3/5)

Implementing Project Type ID# Title Short Project Description Agency Road Road-16 Improvement of Kirulapone-Kottawa Road (A4 RDA Section from Kirulapone to the Southern Highway to be widened to Road) 4 lanes and the section thereafter to Godagama to a standard 2-lane road facility. Work will complement completion of the Southern Highway and serve as an important access route that will also stimulate economic development.

Road Road-17 Improvement of Kandy Road-Phase I RDA Construction of a flyover at2 Appendix Kelaniya Rail Crossing and an evelopment (construction of 1 flyover & 1 interchange) interchange at Panchikawatte Intersection on Kandy Road to in ProjectSheets for Short gion eliminate two serious bottlenecks to substantially reduce delay times. Road Road-18 Improvement of Kandy Road-Phase II RDA Improvement to consist of widening a 4.78km section road north of Kadawatha from Kadawatha to Imbulgoda to four lanes, which will provide greater capacity and thereby reduce congestion and produce time savings. Road Road-20 Improvement of Rajagiriya-Ratmalana Road RDA Widening of existing road either to a standard 4-lane or standard 2-

A20-4 lane road facility & will increase accessibility between the three important arterials of Horana Road, A4, and Parliament Road. This road after its improvement could become an attractive alternative to Baseline Road. Road Road-21 Improvement of Road from Pannipitiya to RDA Widening of this 7.5km road to a 4-lane road facility to increase Battaramulla accessibility between A4 and Parliament Road. Road Road-26 Improvement of Nugegoda-Ethul Kotte Road via RDA Widen the two lane road to four lanes from Kohuwara (Horana Jubili Post Road) to Kotte via Nugegoda and Jubilee Post connecting Horana Road, AA-004 to AA-000. Redefine the cross sections with road markings and incorporate vehicle segregation to increase capacity Road Road-33 Improvement of Balummahara-Biyagama-Malabe RDA Widen the existing two-lane facility to four lanes from Road Balummahara to Malabe via Mudungoda and Biyagama. Redefine the cross sections with road markings and incorporate vehicle segregation to increase capacity Road Road-43 Grade-Separated Interchange Construction at RDA Construction of an interchange to efficiently channel multi- Rajagiriya Intersection directional traffic and thereby reduce delays on the important Parliament Road.

L ist Project

0 s

of the Colombo Metropolitan Re Study on D Urban Transport Table A20.1 Summary of Short List Projects (4/5)

Implementing Project Type ID# Title Short Project Description Agency Intermodal Road-49 Intermodal Transport Center [Suburb Area] UDA Develop Intermodal Transport Centers in Moratuwa, Kottawa, Ragama to realize a gradual modal shift towards public transport and create a rail-based polycentric urban and regional structure Intermodal Road-50 Intermodal Transport Center [CMC Area] UDA Develop Intermodal Transport Centers in Dematagoda, Borella, and Narahenpita to realize a gradual modal shift towards public transport and create a rail-based2 Appendix polycentric urban and regional evelopment

structure ProjectSheets for Short gion Road Road- Improvement of Pelawatta-Malabe-Kahantota WPRDA Right-of-way (ROW) to be increased from 10m to 13m and cross- WP1 Road sections to be redefined with lane markings starting from Pelawatte on (B-47) and ending at Pittugala (B-263) for a total length of 7.0 km Road Road- Improvement of Pittakotte-Thalawathugoda- WPRDA Right-of-way (ROW) to be increased from 10m to 13m and cross- WP2 Hokandara - Kokadawila Road sections redefined with lane markings starting from Pittakotte on (B-120) and ending at Koskadawila (B-263) for a total length of 8.4 A20-5 km Road Road- Improvement of Pannipitiya-Moralatiya- WPRDA Right-of-way (ROW) to be increased from 10m to 13m and cross- WP4 Tumbowila Road sections redefine with lane markings starting from Moratuwa and going to Battaramulla and Suwarapola (B-295), bypassing Piliyandala and Maharagama (B-47) for a total length of 7.4 km Road Road- Improvement of Piliyandala-Henamulla Road WPRDA Right-of-way (ROW) to be increased from 10m to 13m and cross- WP5 sections redefined with lane markings starting from Piliyandala (B- 84) and going to Panadura for a total length of 5.65 km. A bridge with a span of 150m and 11.0m wide has to be constructed across Weras River. Traffic TM-1 Intersection Geometric Improvement Project CMC and RDA Improve intersection geometry to enhance both efficiency and Management safety. Conversion of roundabout into intersection is included, as well as construction/removal of medians, construction/removal of corner islands, provision of right/left turn lane, alignment improvements, pavement improvements, sidewalk improvements, and pavement marking and traffic sign. The target intersections are those where ATC will be installed.

L ist Project 0 s

of the Colombo Metropolitan Re Study on D Urban Transport Table A20.1 Summary of Short List Projects (5/5)

Implementing Project Type ID# Title Short Project Description Agency Traffic TM-2 Area Traffic Control System Project CMC and Traffic Introduce an area traffic control (ATC) system to Colombo Management Police Traffic TM-3 Traffic Signal Rehabilitation CMC and RDA The first part of the project will investigate the condition of the Management existing signal hardware and replace the deteriorated parts. The second part of the project will review and update signal phase and

timing. 2 Appendix evelopment

Traffic TM-6 Corridor Traffic Management Improvement CMC and RDA Implement Intersection geometric improvement, ProjectSheets for Short Sidewalk gion Management construction / improvement, Signalization, Pedestrian overpass / underpass, Pelican crossing, Bus bay and bus halt improvement, Street lighting, Drainage construction / improvement, and Parking controls along major corridors (A1, A2, A3, A4, A1 Special) Traffic TM-11 Study on Staggered School/Office Start Times MoRT, Traffic Prepare comprehensive office and school time staggering strategies; Management and Traffic Management Options Police, and CMC prepare proposals for minor traffic management approaches at schools and offices, and implement proposals under PCUT

A20-6 initiative. Traffic TM-13 Road Users Education Program National Council Provide knowledge and understanding of traffic rules and manners Management for Traffic Safety, to road users to foster safety awareness. Several programs including CMC, MoRT TV campaign program using cartoon will be developed each focusing on different theme and for different road user groups such as pedestrian, cyclist, motorcycle rider, van driver, and bus driver. Traffic TM-14 Traffic Safety Improvement Project National Council Investigate the accident records, identify accident prone locations, Management for Traffic Safety, identify cause of accident, conduct safety audit of accident prone MoRT location / section, develop improvement program and implement improvement measures

L ist Project 0 s

Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Inst-1 Project Name: Technical Assistance to Establish the Presidential Committee on Urban Transport (PCUT) and Secondary Coordination Mechanisms Project Previously there was not a sustainable coordination mechanism focused on urban transport. Description: Instead, some ad hoc and weak legally established mechanisms existed on a periodic basis, but the results have been minimal. They mainly addressed issues on a piecemeal basis, depending on current political leadership interests, which resulted in disjointed policies and plans. Because they had a weak legal premise, the decisions were often not even implemented. Funding was arbitrary as well.

With the complexity of urban transport in Colombo, the Institutional and Policy Coordination Working Group (IPCWG) proposes that a Presidential Committee on Urban Transport (PCUT) be formed to coordinate policy on urban transport. The major objectives are: • Establish a central high-level body that represents the main political decision makers in urban transportation, including Western Provincial Council (WPC). It should be chaired by the Prime Minister, who has access to the President. It should integrate stakeholders and coordinate policies and institutions. This organization will conform to the constitutional and legal environment related to the coordination of multiple institutions and policies. • A Secretariat will support PCUT and will be located in the Ministry of Railways and Transport (MoRT). • Appropriate institutional arrangements will be established in the Ministries and WPC, where the participation of their subordinate institutions could be coordinated, monitored, evaluated and bottlenecks cleared through Ministerial Sector Cluster Committees (i.e. Secretariats) in all related Ministries. • The operational arms of the Ministries involved in urban transportation will establish a Project Monitoring Unit to coordinate their field activities related to urban transport development and capacity development. • The functions of these organizations will be proposed to the Cabinet to ensure acceptability by all stakeholders, along with approval for legalizing PCUT under the National Transport Commission (NTC) Act by the Parliament. WPC will undertake a similar action if changes to WPC Statutes are required. • MoRT will be the main driver of the organization and will obtain approval from the Cabinet to establish PCUT, which will report to the government through the Cabinet. • In addition to the coordination of policies and institutions, PCUT will focus attention on human resource development, potential financing, enhancing methods and techniques, etc.

If the Government does not appoint the Prime Minister as chair of PCUT, the Cabinet should appoint a team of relevant Ministers to PCUT and a Chair for PCUT. The PCUT Secretariat will be established as planned earlier. Anticipated The main anticipated tasks are as follows: Tasks: • Submission of a Cabinet Memorandum by MoRT to formalize PCUT (e.g. its mandate, functions, operational methodology etc), legalize the mechanism under the NTC Act and interim financing arrangements until the annual budget is modified to include funding for PCUT. • Parliamentary sanction for the legal instrument (i.e. PCUT Act or an amendment to the law to incorporate PCUT under the NTC Act) • As an interim measure establish PCUT Secretariat at MoRT and individual stakeholder units in advance to coordinate agencies and policies. • President or a delegated authority as stated in the law appoints PCUT members. • Prepare working arrangements (e.g. meetings, reporting, guidelines to be followed, implementing methods etc.) Anticipated Establish in 1 year Timeframe: Operate for 2 years, to be extended. Linked All projects in this Study Projects: Benefits: • Clear policy making ability due to policy coordination • Enhancement of integrated action by the stakeholder institutions under one umbrella. • Potential to ensure use of resources in an effective, efficient and economic manner • Capacity development due top embedding of professionalism and participatory action by stakeholders.

A20-7 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Inst-1 • Public satisfaction due to improvement of services due to integrated action. Impacts: Social Impact? None Environmental Impact? None. Construction None Impacts: Implementation • Delays in passing the laws. Risks: • Intermittent policy changes affecting legislations • Acceptance of operational changes by all stakeholders. • Acceptance of change by the private transport operators, three wheeler operators, container operators etc. Implementation Agency:3

Anticipated Details Man months Position Costs: Domestic 12 months Transport Specialist 12 months Transport Economist 12 months Infrastructure Specialist 12 months Management Specialist 12 months Traffic Management Specialist 12 months Computer Specialist Subtotal 72 months $216,000 Overhead (30% of Subtotal) $64,800 Total $280,800 Implementation Schedule:

A20-8 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

P B CL LT G S W V PR M PTA R C C MC NT / JK R ML SL C/ IG I D P TM MM D N C IG P RS /T /N C R R N A G E F D / F G I D C WP C U oT C P M M o F D S C L P Mo T A A

CH./CEA M V o

N P E O o R M Presidential Committee T

on Urban Transportation

M M

o o

B B I

(P-CUT) I O O P P

H H

o o

I R I

W

M D M

P A

/ M

R M

P

D P

C

A C

D D

L L

G G U

U o o M

M

E E

D D

A A

M M

R R

o o

T T

E E o o

L L

D D M M

U U e e

g

g

a U a

l D l

D

W A D i i v v

i

P i

s

/ s i i o U o

n D n A

Cont r M oll Uo Im er O po CB rts E/ E / D xpo rts

A20-9 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-1 Project Name: Technical Assistance to Lay Groundwork for Bus Route Concessioning and Undertake a Pilot Concessioning Project Project Currently buses are operated by both the public sector (SLTB) and the private sector (individual Description: operators loosely regulated by the WPRPTA). Some routes include both operators; others include only public or private operators. On those routes with private operators (jointly or individually) there is excessive competition among the operators. On all routes, the level of service is quite low, with overcrowding and lack of timetables. The route network itself is a radial network, which focuses on bringing people from the outer areas to the city center, but does not provide cross-town services or inter-suburban (i.e. between growth centers) services.

Various versions of concessioning have been recommended by previous projects (CUTS, CMRSP, etc.), but little has been implemented – especially on urban bus routes where it could have the most impact on traffic congestion. The Study Team believes that concessioning urban bus routes is possible in Colombo, and that some pilot projects can be undertaken, but in order to fully concession all privately operated bus routes, there are some necessary steps to be taken to make the concessions more effective.

Pilot concession: A pilot concession can be undertaken on a few routes that have moderate/lower demand and are operated only by the private sector (i.e. there are no SLTB buses operating on the route). It was recommended that routes 103, 148, 119, and 138 be used for the pilot (all or some). The purpose is to begin to work with private operators who are amenable to working in a concessioning system and who are able to organize themselves in a more corporate/formal organization. This will also allow NTC/WPRPTA to work out the issues surrounding concessioning, as well as have successfully concessioned routes that can be used as examples for future, more difficult concessions.

Steps for full urban bus route concessioning: Because the high demand bus routes are complicated, highly overlapping, and some include SLTB operations, it is believed that to implement concessions on a full scale, these routes need to be rationalized and made into trunk and feeder routes. Because it is expected that the pilot project above would be successful, these steps should be undertaken in parallel with the pilot project. This part of the project would begin with (i) undertaking a passenger journey survey to understand demand patterns (since the route network was created many years ago and has been added to in a haphazard fashion); (ii) developing and gazetting methodology for creating routes; (iii) readjusting the route network to eliminate overlapping routes, serve demand, create a trunk-feeder network, and improve intermodalism; (iv) developing timetables for those routes (to insure intermodal connections); (v) developing and gazetting service levels for routes; (vi) identifying the groups of routes (by area or by high demand corridor) to be tendered and the timeline for tendering; and (vii) developing and gazetting the documents needed for tendering.

Before this TA, as indicated below, the NTC Amendment Act and the WPC Provincial Road Passenger Carriage Services Statute No. 1 (1992) must be modified as below. Additionally, during the time that the legislation is being modified, there would need to be extensive training and education for the NTC, WPRPTA, SLTB, and private operators (see projects Bus-3, Bus-4, and Bus-5) as to what concessioning is, how it works, what the benefits/risks are, and how it would be best implemented. Additionally, by then the private operators should be more formally organized in stronger associations or companies.

While this is ongoing, a pilot project can be undertaken whereby a few luxury bus routes or new route(s) can be concessioned to test the concession methodology and process and observe the outcomes. Anticipated Primary Sri Lanka Tasks Tasks: • Marketing concessioning to general public and politicians to clarify the concept, benefits, present examples • Modify the NTC Amendment Act to allow for competitive bidding and that bus operators need not be the owners of the buses (i.e. to allow for leasing of the buses from the owners) • Modify the WPC Provincial Road Passenger Carriage Services Statute No. 1 (1992) to allow for non-bus owners to obtain a permit and lease/rent buses (currently permits are given to owner/operators, but with concessioning they may be separate entities). • Create rotated timetables for pilot concessioning routes (if they do not already exist)

A20-10 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-1

Pilot Project Tasks • Discuss pilot project with operators on Routes 103, 148, 119, and 138 and choose 2-3 (or all, if it is feasible) and clarify their concerns regarding concessioning and understand their needs re: formalizing their structure • Create concessioning documents for the route, indicating minimum service parameters, penalties, expiration date (~2 years) regulatory authority, etc. • Concession routes to existing associations for implementation by a pre-specified date

Other Steps for Full Concessioning • Conduct demand study along major corridors as well as for a distance on either side of the corridor to incorporate possible feeder demand • Develop and gazette methodology for route network development • Based on demand, readjust the route network to create trunk-feeder routes that minimizes overlapping routes, serves intermodal areas (i.e. railway stations), while still providing enough capacity for users • Develop timetables for these routes (or, simply peak and off-peak frequencies) • Develop and gazette service levels by route type (trunk and feeder) • Identify the groups of routes that will be tendered and the timeline for tendering • Develop (and gazette if necessary) the tender documents Anticipated Pilot Study: Within 6-9 months after changes to legislation Timeframe: Other Steps for Complete Concessioning: 3-5 years after changes to legislation Linked Increase Intermodal and Intramodal Coordination Projects: Develop Training Center at WPRPTA Strengthening of SLTB Strengthening of NTC Benefits: • Implement pilot concessioning to get operators used to operating in companies; provide working concession that should improve service, thereby increasing the likelihood that other routes will follow • Improve bus service levels • Promote intermodalism • Time savings for passengers • Potential development of trunk and feeder system is groundwork for potential BRT project • Reduce competition in the market by reducing overlapping routes and by ensuring one company per route or area Impacts: Social Impact? Pilot: None Environmental Impact? Pilot: None Full Concessioning: Full Low/Moderate, once Concessioning: trunk/feeder created, some None passengers may be inconvenienced and some duplicated routes may be eliminated/modified, thereby reducing the number of bus operators and crew needed. Construction None Impacts: Implementation • Need to modify NTC Amendment Act prior to concessioning, as it requires 1 route Risks: permit/companies, but that the companies own the buses. It should be modified to allow the company to lease or hire the buses, as well as own them. • Need to modify the WPC Provincial Road Passenger Carriage Services Statute No. 1 (1992), as it only allows registered owners of buses to obtain a permit (i.e. a company that owns all buses could get a permit or an individual operator can get a permit, but a company that wants to rent buses from operators could not get a permit) • Implementing concessioning will not be easy – the government will likely require that SLTB remain in operation on the route to minimize power of the concessionaire, which then reduces the likelihood of the concessionaire to meet the service criteria. Therefore, lacking an SLTB strategy and/or implementation of SLTB-only routes, those routes that are dual operated will be difficult to implement concessions. • Potential high dissatisfaction of private sector operators and unwillingness to cooperate on

A20-11 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-1 the higher demand routes • A negative view of concessioning by some government officials • Regulators are currently quite weak and need to be strengthened significantly before concessioning can begin. Education and understanding of the methodology and benefits is paramount to this project’s success. • Lack of data capture capabilities to monitor performance Implementation WPRPTA (main responsibility), NTC (regulatory and technical assistance) Agency:

Anticipated Consultancy Service US $ 645,000 Costs: Details Man months Position International 24 months Route Planning Specialist Concessioning Specialist Regulatory Specialist Institutional Specialist Domestic 15 months Route Planning Specialist Documentation Specialist Regulatory Specialist

Unit Cost Other Project Costs Quantity Unit Cost (USD) (USD) Software 1 Software $5,000 $5,000 Passenger Journey Survey 1 Survey $30,000 $30,000 Subtotal: $35,000 Overhead (30% of costs): $204,000 Total $884,000

A20-12

Study on D Urban Transport Implementation Pr of the Colombo Metropolitan Region Schedule: evelopment Appendix 20 Appendix evelopment A20-13 oject Sheets for ShortListProjects

Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-2 Project Project to Increase Intermodal and Intramodal Coordination by Timetable Creation, Name: Implementation and Enforcement Project Currently, the majority of bus routes (both private and SLTB) do not use timetables. Some routes Description: have implemented timetables that provide for departure times from origin terminal and arrival time at destination stations, with turn time for operators. On some routes, there are rotated timetables for private operators (on routes without SLTB), but only 14 of the 43 created are in operation. Coordinated timetables between private operators and SLTB have been implemented on 9 routes, although only 7 are in operation. All timetables were created by the University of Moratuwa. There has been a push by the Chief Minister of Western Province for WPRPTA to implement more timetables, as well as from the Minister of Railways, Transport, Petroleum and Petroleum Development to develop timetables that ensure that SLTB buses are available at rail stations to meet intermodal demand, which gives support to this project.

This project will create timetables for both privately operated and jointly operated routes, with a focus on High Demand Corridors (Galle, Baseline, High Level, etc.) and those routes that have high transfer rates with SLR. Providing timetables for passengers has obvious benefits, but it should also help to (somewhat) reduce congestion on the High Demand Corridors. It is expected that WPRPTA will be the implementing agency, with assistance from NTC and UoM where necessary. Additionally, they will work with SLTB (when the route is coordinated), the route association on the particular route, as well as SLR (when the route links to the railway). WPRPTA will also work with these organizations to outline an implementation plan and an enforcement plan to help reduce the interference from the informal sector (runners) who operate in many private bus terminals. The implementation plan will also include the distribution of the timetables (at stations, in the newspapers, online if possible).

Anticipated • Identify the groups of bus routes to be timetabled (focus on High Demand Corridors and Tasks: those that have high transfers with SLR); • Conduct route surveys on each route in the first group of bus routes to identify length of route, travel time during peak periods (both ways); • Conduct a loading survey and train interchange survey during peak and off-peak periods to determine demand so that frequencies can be established; • Software training • Use of software to create coordinated timetables that both cover the route demand, as well as insure inter/intramodalism. • Develop implementation/rollout plan, including marketing campaign to bus operators and crew, as well as general public • Develop enforcement plan to monitor timetable implementation and consistency • Develop methodology to review timetables on an annual or every other year basis Anticipated 2 years for all routes Timeframe: Linked Strengthening of WPRPTA on Transport Planning and Operations/Management Projects: Strengthening of SLTB on Transport Planning and Operations/Management Strengthening of Private Bus Operators on Operations/ Management Develop Intermodal Transport Center(s) Benefits: • Improved level of service (reduce overcrowding, waiting time) • Reduce on-route competition • Increase bus utilization and increase profits Impacts: Social Impact? Low Environmental Impact? Low Construction None Impacts: Implementati • Enforcement difficulties due to informal sector at bus terminals on • Political interference Risks: Implementati WPRPTA (main organization responsible) and SLTB, SLR (where necessary). NTC may assist on Agency: WPRPTA as well.

A20-14 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-2

Anticipated Consultancy Service US $ 268,000 Costs: Details Man months Position International 10 months Route Network Planning Specialist Bus Operations Specialist Transport Modeling Specialist Domestic 6 months Route Network Planning Specialist

Other Project Unit Cost Cost Costs Quantity Unit (USD) (USD) Software 1 Software $10,000 $10,000 Training Training Specialist (Software) 2 Month $25,000 $50,000 Surveys (assuming 6 corridor related groups of routes) 6 Survey $1,500 $9,000 Subtotal: $69,000 Overhead (30% of costs): $101,100 Total $438,100

Implementati on Schedule:

A20-15 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-08 Project Name: Develop Bus Stop Facilities on High Demand Corridors Project The project intends to improve bus stop facilities including bus bays, shelters, and passenger Description: information for all stops along major routes starting on high demand corridors. The target corridors are those listed for corridor improvement project and high demand roads within Colombo. The total length of roads covered is estimated at:

Type Length Suburban corridors 68 km Urban roads 19 km Total 87 km

Passenger information may include routes that stop at the bus stop, connection information at major stops, fare information, and time of scheduled first and last bus service.

Anticipated The project will be undertaken on a corridor basis and include the following tasks: Tasks: • Field survey of the location and conditions of the existing bus stops and bus bays • Identification and design of the works to be done at each bus stop • Construction/provision of the required improvements • Monitoring and review of the improvements

Anticipated The project is divided into packages, each covering one corridor or an area. A package will take Timeframe: 6 months from the field survey to completion of improvement. The whole project will be completed in 1.5 years.

Linked • Corridor traffic management improvement project Projects: • Project to Lay the Groundwork for Concessioning Urban Bus Routes • Strengthening of SLTB and WPRPTA • Benefits: • Better bus services • Convenience and comfort at bus stop

Impacts: Social Impact? None Environmental None Impact? Construction None Impacts: Implementation Sufficient coordination and cooperation must be provided by SLTB and WPRPTA with regard to Risks: bus routes and type of improvement works.

Implementation Agency: Consultant RDA/CMC SLTB

WPRPTA

Bus Stop Facility Improvement

A20-16 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Bus-08 Anticipated Unit Cost Cost Costs: Quantity Unit (USD) (USD) Facilities Bus shelter with guide sign 200 set $1,460 $292,000 Bus bay 100 set $1,947 $194,700 Bus facility survey 1 set $14,605 $14,605 Subtotal $501,305 Contingency (5%) $25,065 Overhead (30%) $150,391 Total $676,761

Technical assistance Bus operation specialist (local) 6 mm $3,000 $18,000 Civil engineer (local) 12 mm $3,000 $36,000 Sub total $54,000 Overhead (30%) $16,200 Total $70,200 Total package cost $746,961

Implementation The project will be carried out on a corridor and area basis. The whole project will be completed Schedule: in 15 months.

No. Items Year 1 Year 2

1 Bus stop condition survey 2 Facility design 3 Bus stop information preparation 4 Procurement and installation

A20-17 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: BRT-1 Project Name: Bus Rapid Transit (BRT) System Development Project Undertake a feasibility study to expand the initial UDA proposal for a BRT system in Colombo. Description: A potential new BRT corridor would provide rapid bus services connecting Dehiwala and Kotte along a Coastal Route through Fort to Kotte along the Kelani Valley Line right-of-way to Kotte/Battaramulla using the Talangama Depot. The Kotte route would incorporate the Sethsiripaya Administrative Complex (Sethsiripaya) to enable the transport of government employees and other staff working in Battaramulla. In some parts, the project would consist of an exclusive busway, while in others, bus lanes, to form an approximately 20 km long BRT route with a total of 24 stops with terminal facilities at Dehiwala and Talangama (beyond Battaramulla). Anticipated • Feasibility study Tasks: • Data collection, surveys • Basic and detailed design, design for operation and operator franchising scheme • Review of designs for constructability Anticipated 16-18 months Timeframe: Linked • Extension of Marine Drive Projects: • Technical Assistance to Lay Groundwork for Bus Route Concessioning and Undertake a Pilot Concessioning Project Benefits: • Reduce traffic congestion • Reduce private vehicle use and subsequent associated emissions • Efficiency gains from more coherent transport system • Increased access to services and opportunities for lower income groups • Urban structural changes and land use impacts • Employment opportunities Impacts: Medium, land Low, expected vibration/noise, Environmental Social Impact: acquisition and Air pollution, and land depression Impact: resettlement during construction Construction • Traffic disruption Impacts: Implementation • Institutional weaknesses Risks: • Inability to develop access roads to the ITCs • Problems in acquiring land • Lack of funds for the development of an ideal BRT system • Poor coordination between modes involved Implementation Agency: Bus Rapid Transit System Development

GoSL Entities to Be Consulted UDA MoRT

MoH/RDA

WPC

Traffic Police Consultants CMC

Notes: Control/Partnership Consultation

A20-18 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: BRT-1 Anticipated Quantity Unit Cost (USD) Costs: Team Leader 6 MM 150000 Specialist in BRT design 6 MM 150000 Highway Engineer (Local) 4 MM 12000 Traffic Engineer /Road Safety 3 MM 75000 Bus Operations 4 MM 100000 Bus Management (local) 4 MM 12000 Public Relations (local) 2 MM 6000 Drainage (local) 2 MM 6000 Transport Economist 3 MM 75000 Environmental (local) 2 MM 6000 Resettlement (local) 2 MM 6000 Legal Issues (local) 1 MM 3000 Subtotal 601,000 Overhead (30%) 180,300 Total 781,300 Implementation Year - 1 Year - 2 Schedule: Contract Signing Inception Report Review of Existing Studies Draft Feasibility Report and Concept and Functional Design Appraisal Mission Final Feasibility Study Report Approval

A20-19 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-1 Project Name: Rehabilitation of Rail Siding and Rail Facilities Project Maintenance on the railway has been quite low over the years and is the major limiting factor to Description: increasing capacity in the CMR. A JBIC project was completed during 1996-99 that rehabilitated the main travel tracks in the CMR, but the project did not include siding tracks and rail facilities. Work on this project would include the Main, Coastal, Kelani Valley and Puttlam Lines, although the straightening of the KV Line is a separate project. This project would include the following:

Main Line (Dematagoda – Ragama): • Improve station yards • Provide drainage where necessary • Widen cess to provide shoulder ballast • Weld rails between stations by introducing glued joints

Coastal Line (Dematagoda – Maradana): • Improved triple track with new BS 90A rails, concrete sleepers, ballast and drainage • Provide all turnouts with concrete sleepers and weld the turnouts

Coastal Line (Fort – Kalutara): • Improve station yards • Provide drainage where necessary • Widen cess to provide shoulder ballast • Weld rails between stations by introducing glued joints • Provide 5-10 rail panels in the high corrosive areas

Puttlam Line (Ragama – Negombo): • Improve station yards • Provide drainage where necessary • Widen cess to provide shoulder ballast • Weld rails between stations by introducing glued joints

KV Line (Fort – Homagama): • Rehabilitate track (single track, 26.5 km) • Improve station yards • Provide drainage where necessary • Widen cess to provide shoulder ballast • Weld rails between stations by introducing glued joints Anticipated • Project Preparation/ Procure Contractor Tasks: • Track Improvement (Other) • Track Improvement (Fort and Maradana) • Suburban Station Enhancements Anticipated 5-6 years Timeframe: Linked None Projects: Benefits: • Increased capacity of CMR rail services – both passenger and freight • Faster rail services • Safer rail services • Reduce congestion by increasing capacity of railway • May result in higher profit and image of SLR Impacts: Social Impact? Low, as land already Environmental Impact? Expected owned by SLR. May be noise/vibration, some resettlement from land depression encroachment during construction and operation Construction Minimal, as land already available Impacts:

A20-20 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-1 Implementation • Without maintenance fund or a change in the structure of SLR, this project will end up as a Risks: one-off project, with no support for longer-term maintenance • Bringing the private sector into this project to support the improvements in stations would be beneficial, but it is difficult without structural and legal changes to SLR • The land is owned by SLR, but if additional land is needed, there are risks associated with land acquisition Implementation SLR Agency:

Anticipated Unit Cost Quantity Unit Cost (USD) Costs: (USD) Main Line (Dematagoda - Ragama) Improvement to Track including ballasting, re railing, resleepering, glued joints and renewal of level crossing etc. 23.756 km - $1,274,386 Provide drainage (25% of the length) 2.97 km 40,000 $118,800 Widen cess to provide shoulder ballast/ repair to embankment (50% of length) 3 km 50,000 $150,000 Weld rails between stations to make long welded rails Total quantity of welds 700 nos 700 No 68 $47,600 Supply and install turnouts (22 no 1in 20 and 14 no 1in 12) 22@33000 and 14@28000 36 No - $1,118,000 Subtotal $2,708,786 Contingency (5%) $135,439 Overhead (30%) of Construction Cost $812,636 Total $3,656,861

Coastal Line (Dematagoda - Maradana) Improvement to Track including ballasting, re railing, resleepering, glued joints and renewal of level crossing etc. km $1,969,054 Improve turnouts (8 no 1 in 20 and 24 no turn 1in 12) outs $936,000 Subtotal $2,905,054 Contingency (5%) $145,253 Overhead (30%) of Construction Cost $871,516 Total $3,921,823

Coastal Line (Fort - Kalutara)(Double

A20-21 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-1 Track) Improvement to Track including ballasting, re railing, resleepering, glued joints and renewal of level crossing etc. 79.746 km $5,729,810 Provide drainage 8 km 40,000 $320,000 Widen cess to provide shoulder ballast/ repair to embankment (40% of length) 20 km 50,000 $1,000,000 Weld rails between stations to make long welded rails Total quantity of welds 700 nos 2028 Unit 68 $137,904 Rail panels in high corrosive areas 20.92 km 109,000 $2,280,280 Improve turnouts (24 no 1 in 20 and 34 no 1in 12) Unit $1,744,000 Subtotal $11,211,994 Contingency (5%) $560,600 Overhead (30%) of Construction Cost $3,363,598 Total $15,136,192

Puttlam Line (Ragama - Ja Ela) Improvement to track including ballasting, re railing, resleepering, glued joints and renewal of level crossing etc. 13.2 km $1,318,023 Provide drainage 3.3 km 40,000 $132,000 Widen cess to provide shoulder ballast 3.3 km 50,000 $165,000 Weld rails between stations 361 km 68 $24,548 Subtotal $1,639,571 Contingency (5%) $81,979 Overhead (30%) of Construction Cost $491,871 Total $2,213,421

Puttlam Line (Ja Ela - Negombo) Improvement to track including ballasting, re railing, resleepering, glued joints and renewal of level crossing etc. 16.7 km $2,750,334 Provide drainage 4 km 40,000 $160,000 Widen cess to provide shoulder ballast 4 km 50,000 $200,000 Weld rails between stations 334 km 68 $22,712 Subtotal $3,133,046 Contingency (5%) $156,652 Overhead (30%) of Construction Cost $939,914 Total $4,229,612

KV Line (Fort - Homagama)26.5km Rehabilitate Line Full rehabilitation including replacement of rails sleepers and add 100% ballast 26.5 km $9,506,161 Tur Supply and install turnouts (21 no 1in 8) nout 21@23000 21 s 23,000 $483,000 Provide drainage 13 km 40,000 $520,000 Widen cess to provide shoulder ballast 13 km 50,000 $650,000 Subtotal $11,159,161 Contingency (5%) $557,958 Overhead (30%) of Construction Cost $3,347,748 Total $15,064,867

A20-22 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-1

Third Line (Dematagoda - Ragama) 11.878 km Rehabilitate Line Full rehabilitation including replacement of rails sleepers and add 100% ballast 11.878 km $2,513,175 Provide drainage 5.2 km 40,000 $208,000 Widen cess to provide shoulder ballast 5.2 km 50,000 $260,000 Subtotal $2,981,175 Contingency (5%) $149,059 Overhead (30%) of Construction Cost $894,353 Total $4,024,586 Consultancy Service US $3,198,000 Man Details months Position International 84 months Team Leader/Track Engineer Rail Signaling Specialist Procurement Specialist

Rail Design Engineer Domestic 60 months Rail Signaling Specialist 60 months Rail Design Engineer 1500 months Local SLR officers (25 officers for 60 months) Technical training for officers Total Program Cost $51,445,362 Implementation Plan:

A20-23 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 Project Name: Rehabilitation of Rail Signaling and Communications System Project Maintenance on the railway has been quite low over the years and is the major limiting factor to Description: increasing capacity in the CMR. A JBIC project was completed during 1996-99 that rehabilitated the main travel tracks in the CMR, but the project did not include signaling and the communications system. Parts of the current signaling system are over 40 years old and spare parts are no longer available. This is seriously impacting both the safety and the capacity of the railway, as trains must be spaced further apart to reduce the likelihood of accidents. The drawback with this project is that signaling and communications systems are network-wide and while improving them in the Colombo suburban area is beneficial, the benefits would be much more substantial if they were improved across the network. This project would include the following:

Telecommunications System The purpose of the telecommunications system is to provide safe and reliable voice communications for train operations, voice communication for general administration, and data telecommunication. The SLR telecommunications system contains: (i) Telephone system in Centralized Traffic Control (CTC) Area • Current system allows all station masters and train drivers to hear all controller instructions, which is confusing and unsafe • Telephone instruments are old and replacements are unavailable (ii) Radio Telecommunications System in locally controlled areas (outside CTC area) • Consists of 17 radio repeater stations and 120 fixed radios to cover outer suburban area • Dedicated and convenient; • Technology is outdated; • Spare parts are no longer available; • Train Drivers do not have radio telephones The new system should contain (i) Optical fiber telecommunications backbone network with high capacity SDH transmission (digital) • 12-24 core fiber cables laid along railway lines through ducts (ii) Transmission system of optical fiber network and private telecommunications network transmission system • SDH transmission with STM 1; • Separate STM 1 (shared) to serve sub-stations and level crossings • Should support current technologies such as IP/MPLS (iii) Telecommunications System • 1 switch at Colombo for interconnecting • 102 telephones for train controlling and level crossings • 150 telephones for general administration and maintenance (iv) Digital Radio telecommunications network • Digital mobile radio system based on CDMA or TDMA technology with fixed radios in locomotives and mobile radios for staff officers, maintenance staff, and shunting staff • 290 mobile units • 5 base units The telecommunications system can be changed for the suburban area, but plans and funding for improving the entire network should follow very quickly.

Signaling System The purpose of the signaling system is to ensure the safety of and improve the efficiency of train operations. The SLR signaling system contains: (i) Station Signaling (Coast, Main, Puttlam Lines) • Installed in 1962; • Deals with arriving and departing trains at a station yard and can be operated locally (at the station) or centrally (at a centralized control center); • Equipment (relays, point machines signals, cables) are >40 years old; and • Includes colour light signaling with colour lights, motor operated points, and relay interlocking (ii) Station Signaling (KV Line) • Installed between 1995-2000

A20-24 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 • Uninterlocked C Type Signaling with colour light home signals operated by station masters through local panels (iii) Block Signaling (Coast, Main, Puttlam Lines) • Installed in 1962; • Controls the movement of trains between station yards; • Equipment (relays, point machines signals, cables) are >40 years old; • Increase reliability and safety of SLR; and • Bi-directional block signaling on both up/down lines is essential to increase capacity (iv) Block Signaling (KV Line) • Installed between 1995-2000 • Tablet Token Block System • Not suitable and safe for reliable and efficient train service • Note that KV is single track in suburban Colombo (v) CTC (Coast, Main, Puttlam Lines); and • Installed in 1985; • Allows for centralized control of system; (vi) Automatic train protection systems • Does not exist in SLR; • Stops a train from passing a danger signal or obstruction; There are two proposed solutions for improving the signaling system for Colombo Suburban Services: (i) New CTC System, Replace Interlocking System (on Coastal, Main, and Puttlam Lines), and Replace Signaling System (KV Line); or (ii) New CTC System and Replace Signaling System (KV Line) The signaling system can be modified within Colombo suburban area. Anticipated • Project Preparation/ Procure Contractor Tasks: • Parts Procurement • Rehabilitate Telecommunications System • Rehabilitate Signaling System Anticipated 3 years for signaling system Timeframe: 3 years for telecommunications system Linked None Projects: Benefits: • Increased capacity of CMR rail services – both passenger and freight • Faster rail services • Safer rail services • Reduce congestion by increasing capacity of railway • May result in higher profit and image of SLR Impacts: Social Impact? None Environmen Expected noise/vibration, land depression tal Impact? during construction and operation Construction Minimal Impacts: Implementati • Without maintenance fund or a change in the structure of SLR, this project could end up as a on one-off project, with no support for longer-term maintenance Risks: • The signaling and telecommunications system are network wide, so while this project only applies to the Colombo suburban area, additional loans or funds should be allocated to roll the new systems out to the rest of the network. Otherwise, the benefits will be minimized.

A20-25 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 Implementati SLR on Agency:

A20-26 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 Anticipated Unit Cost Costs with Quantity Unit (USD) Cost (USD) Full Signaling Signaling System (Includes Coastal, Main, Puttlam, and KV System Lines) Rehabilitation Centralized Control Center + Main Line, Including CTC Center 1 Unit $1,776,358 $1,776,358 Telecommuni Puttlam Line 1 Unit $583,661 $583,661 cations Coastal Line 1 Unit $811,074 $811,074 System: KV Line 1 Unit $681,263 $681,263 Interlocking - VPI Main Line, Including CTC Center 1 Unit $8,240,546 $8,240,546 Puttlam Line 1 Unit $3,958,742 $3,958,742 Coastal Line 1 Unit $5,405,205 $5,405,205 KV Line 1 Unit $2,869,502 $2,869,502 Yard Equipment Main Line, Including CTC Center 1 Unit $2,610,271 $2,610,271 Puttlam Line 1 Unit $769,885 $769,885 Coastal Line 1 Unit $1,649,573 $1,649,573 KV Line 1 Unit $576,633 $576,633 Block System Main Line, Including CTC Center 1 Unit $488,987 $488,987 Puttlam Line 1 Unit $357,224 $357,224 Coastal Line 1 Unit $620,749 $620,749 KV Line 1 Unit $262,550 $262,550 Subtotal (Signaling System) $31,662,223 Contingency (5%) $1,583,111 Overhead (30%) of Construction Cost $9,498,667 Total $42,744,000

Telecommunications System Optical Fiber Cable Network and SDH Transmission System 1 $4,880,106 $4,880,106 Radio Telecommunication System 1 $11,712,253 $11,712,253 Subtotal $16,592,359 Contingency (5%) $829,618 Overhead (30%) of Construction Cost $4,977,708 Total $22,399,685 Consultancy Service US $ 2,667,600 Man Details Months International 60 monthsTeam Leader/Track Engineer Rail Signaling Specialist Procurement Specialist Rail Telecommunications Specialist Domestic 24 monthsRail Signaling Specialist Rail Telecommunications Specialist 1200 Local Counterpart Staff (25 officers months for 48 months)

Total Package Cost $67,811,285

A20-27 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 Implementati on Schedule Full Signaling System Rehabilitation

Anticipated Costs with Unit Cost Cost CTC and Quantity Unit (USD) (USD) Signaling Signaling System (Includes Coastal, Main, Puttlam, and KV System on Lines) KV Line Centralized Control Center Signaling Main Line, Including CTC Center 1 Unit $1,776,358 $1,776,358 Rehabilitation Puttlam Line 1 Unit $583,661 $583,661 + Coastal Line 1 Unit $811,074 $811,074 Telecommuni KV Line 1 Unit $681,263 $681,263 cations Interlocking - VPI System: KV Line 1 Unit $2,869,502 $2,869,502 Yard Equipment KV Line 1 Unit $576,633 $576,633 Block System KV Line 1 Unit $262,550 $262,550 Subtotal (Signaling System) $7,561,040 Contingency (5%) $378,052 Overhead (30%) of Construction Cost $2,268,312 $10,207,40 Total 4

Telecommunications System Optical Fiber Cable Network and SDH Transmission System 1 $4,880,106 $4,880,106 $11,712,25 Radio Telecommunication System 1 $11,712,253 3 Subtotal 16,592,359 Contingency (5%) 829,618 Overhead (30%) of Construction Cost 4,977,708 Total 22,399,685 Consultancy Service US $ 2,667,600 Details Man Months International 60 months Team Leader/Track Engineer Rail Signaling Specialist Procurement Specialist Rail Telecommunications Specialist Domestic 24 months Rail Signaling Specialist Rail Telecommunications Specialist 1200 months Local Counterpart Staff (25 officers for 48 months) Total Package Cost 35,274,689

A20-28 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Rail-2 Implementati on Schedule CTC and Signaling System on KV Line Rehabilitation :

Implementati on Schedule Telecommuni cations System

A20-29 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: PT-1 Project Name: Project to Improve School Transport Services Project School transport services for children are currently a major issue in Colombo. Schools are highly Description: concentrated in areas of Colombo and share common start and end times, leading to substantial traffic peaks, further straining Colombo’s road infrastructure. Due to the poor quality of public transport and limited quantity of dedicated large capacity school buses, many parents send their children to school in 10-15 passenger vans. These vans are operated by the private sector and provide door-to-door service, while waiting at the school for the return journey. The vehicles and drivers are not currently regulated, so part of this project would be to develop regulations, as well as identify the process for implementation. The second portion of this project would be to stimulate greater use of public transport by schoolchildren and assist the National Transport Commission in further implementing large capacity school services utilizing SLTB and private operators, while also encouraging private and international schools to commence dedicated school bus services on contract hire. Anticipated School Transport Services Tasks: • Develop regulations for school van services. • Discuss regulations with decision-makers in the Ministry of Railways and Transport (MoRT) • Outline strategy for acceptance and implementation involving also the school Parent/Teacher Association (PTA) • Market regulations to schools and parents (and general public)

Large Capacity School Transport Services • Review NTC plan and status of implementation • Conduct demand survey to identify best routes for services and understand needs • Identify service requirements • Review NTC tender documents, modify where necessary • Tender school routes to operators (using current fleet) • Market services to schools and citizens • Monitor services to insure quality, safety, and adequacy of services • Institute bus user education program for improved user behaviour among school boys • Activate bus user committees in schools for close liaison between service provider and user

Dedicated school buses to private and International schools • Institute promotional campaign for commencement of school buses by private and international schools on contract hire. • Stake holder discussions • Outline strategy for acceptance and implementation. • Monitor services to assess adequacy to reduce the attraction of private vehicles to such schools. Anticipated 1 year Timeframe: Linked • Strengthening of SLTB on Operations/Management-BUS-5 Projects: • Strengthening of NTC-BUS-10 • Composite school/office Traffic Demand Management –TM-11 • Establish and operationalize the Presidential Committee on Urban Transport (PCUT) and • Subsidiary coordinating mechanisms PCUT (INST-1) Benefits: • Increase safety of van transport for children • Reduce dependence on smaller vans • Reduce congestion during peak periods • Reduce congestion on city streets due to illegally parked vehicles • Increase utilization of private buses • Improve practice of setting service parameters, tendering routes, and monitoring services Impacts: Social Impact? Low Environmental Impact? Low Construction None Impacts:

A20-30 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: PT-1 Implementation • Lack of political will (although it is the “Year of the Child” so perhaps this can be brought Risks: to the attention of the President) • Potential high resistance from van operators. • Vans provide door-to-door service, which many parents like, so changing the habits will require marketing and a high quality “big bus” service • Monitoring and effective implementation requires a strong regulatory body, but it is not clear that NTC is strong enough to monitor and uphold the service parameters • Lack of government policy consistency • Lack of financial support for franchised and free school bus services. • Discrepancy between political will (offer of free school bus transport) and implementation (not backed by an adequate financial and physical resource base) Implementation NTC Agency:

Anticipated Costs: Quantity Unit Vehicle and Driver Regulations $80,600 Regulatory Specialist (International) 2 Month Regulatory Specialist (Domestic) 3 Month Marketing Campaign 1 Campaign

Large Capacity School Transport Services $102,830 Planning Specialist (International) 1 Month Regulatory Specialist (Domestic) 2 Month Tendering Specialist (International) 1 Month Demand Survey 1 Survey Marketing Campaign 1 Campaign

Total $183,430

A20-31 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: PT-1 Implementation Schedule:

A20-32 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-1 Project Name: Outer Circular Highway (OCH) Construction Project The basic policy of the Government of Sri Lanka [GOSL] in the past has been to rehabilitate the Description: existing road and railway infrastructure to meet the needs of the country’s transport sector. However, the existing road and railway infrastructure is insufficient to cater to the rapidly increasing traffic demand. Hence, GOSL has decided to develop a system of new highways to supplement transport (road) capacity.

The OCH, a four-lane grade-separated highway, was originally intended to connect seven of CMR’s most important trunk roads radiating from the city for a distance of 51.26 km. Also, the OCH is to link to both the Colombo-Katunayake Expressway [CKE], which connects to the international airport, and the Southern Highway [SH]. The initial intended length and composition of the OCH is as follows:

1st Section : SH to Colombo-Ratnapura-Wellawaya-Batticaloa Road [AA-004]-[16.32 km.] 2nd Section : Colombo-Ratnapura-Wellawaya-Batticaloa Road [AA-004] to Colombo- Kandy Road [AA 001]-[19.99 km] 3rd Section : Colombo-Kandy Road [AA-001] to CKE- [8.13 km] 4th Section : SH to Colombo-Galle-Hambantota-Wellawaya Road [AA-002]-[6.82 km]

The 1st Section [i.e., from the SH to AA 004] and the 4th Section have been excluded from the OCH. In the case of the former section, it has been taken up as part of the loan for the JBIC portion of the SH. In the case of the latter section, it became a low priority due to commencement of improvement works for the Panadura-Nambapana-Ratnapura Road [A-008], which is being carried out under the Road Network Improvement Project. With the exclusion of these sections, the OCH is to be implemented as three contract packages and the present status of the contract packages are as follows:

1st Package : CKE to Colombo-Kandy Road [AA 001]-[9.1km]-Basic Design Completed 2nd Package : Colombo-Kandy Road [AA 001] to Colombo-Hanwella Low Level Road [AB 010]-[7.9km]-Basic Designs Completed 3rd Package : Colombo-Hanwella Low Level Road [AB 010] to Colombo-Ratnapura- Wellawaya-Batticaloa Road [AA 004]-[12.1km]-Detailed Design Completed Anticipated • Detailed design of the 2nd Section from AB-010 to AA-001and 3rd Section Tasks: • Tendering and awarding of contracts • Review of designs for constructability • Construction of OCH • Construction supervision Anticipated To be completed by 2012 Timeframe: Linked • CKE Projects: • Colombo-Kandy Highway [CKH] • SH Benefits: • Reduce traffic congestion in the CMR • Better use of existing infrastructure facilities • Regularize traffic • Reduce vehicle operating costs • Reduce travel time • Reduce number of accidents Impacts: High, Low, noise/ vibration, water, air and surface Social extensive Environmental runoff pollution, land depression during Impact: land Impact: construction and operation, change in flow acquisition regimes Construction • Acquisition of approximately 200 ha of land for the right of way [ROW] for the construction Impacts: of the highway • Adverse effects of borrowing and transporting large quantities of material • Impacts from disposal of unsuitable material [i.e. peat] in the construction of embankment

A20-33 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-1 • Disruption of drainage patterns • Sediment generation • Waste material generation • Damage to minor and major roads due to haulage of material • Noise and vibration • Particulate emission Implementation • Potentially large increases in the cost of construction due to soft ground Risks: • Potential delay in the start of the project due to land acquisition and relocation problems Implementation RDA is main implementation agency. Agency: Implementation Mechanism of Road Project 1

Other Entities to Be MoH Consulted CEA

Local Authorities RDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

Anticipated US $ 311.83 million (RS. 31,950 Million) Costs: Implementation 6 years Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Year - 6 Package – 3 Pre-Contract Construction Package – 1 & 2 Detailed Design Pre-Contract Construction

A20-34 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-6 Project Name: Baseline Road Construction Phase III & Existing Baseline Road Improvement Project Phase 1 and 2 of the Baseline Road has been successfully completed and currently the road Description: terminates at A4, creating a bottleneck at Kirulapone. Traffic going south therefore has to use alternate substandard roads. Phase 3 would start from the High Level Road at Kirulapone and terminate at Ratmalana on Galle Road for a distance of 7.42 km. ROW width is 30m and the main features of the road are as follows:

Section Initial Stage Final Stage High Level Road-Dutugemunu St. Dual three lanes Dual three lanes Dutugemunu St.-Hospital Road Dual two lanes Dual three lanes Hospital Road-Galle Road Two lanes Dual three lanes

Design speed 60km/hr, lane width 3.5m, median width 1.2m Major structures on road - Viaduct at the High Level Road intersection - Kirulapone Canal Box Culvert (2.0m*2.0m*30.0m) - Balapokuna Road Box Culvert (6.0m*6.0m*35m) - Hospital Road Over-Bridge (23.5m*18m) - Bolgoda Canal Bridge (17.0m*7.3m) - Attidiya Lake Bridge No1 (14.0m*7.3m) - Attidiya Canal Box-culvert (8.0m*7.3m) - Galle Road Viaduct

Additionally, in order to secure free-flow speeds for through traffic at busy junctions on existing sections, this Study proposes the construction of an interchange at Orugodawatta Intersection at the north end of Baseline Road, together with the construction of a flyover that would cross over the busy intersections at Borella, Sri Jayawardenapura Road, and Bauddaloka Mawatha Road.

Detailed feasibility studies have been completed, and the following economic indicators prove the viability of the Baseline Road Construction Phase III Project (excludes above interchange & flyover): • IRR of 30% and NPV of SLR of 4160.1 million in the high growth case • IRR of 21% and NPV of SLR of 1777.1 million in the low growth case Anticipated The project will be divided into 6 stages and the main task at each stage is: Tasks: • Development of land acquisition plans, compensation program and resettlement program • Loan agreement negotiations • Procurement of a consultant • Detailed design of project • Procurement of a contractor • Construction and supervision stage Anticipated The Baseline Extension project will be completed in 5-5.5 years, inclusive of land acquisition Timeframe: Flyover at Orugodawatte and Borella could be completed within 5.5-6 years. Full benefits of the Baseline Road Project could be extracted in completing flyover construction parallel with the road extension work. Linked • Southern Highway Development Project Projects: • Outer Circular Highway Project • Colombo Katunayake Expressway Project • Intersection improvements in CMC area (proposed under the CMR Study) • A2 improvement project • Ratmalana Airport Expansion Project • The Greater Colombo Flood Control and Environment Improvement Project Benefits: • Completion of inner ring road network • Possibility of development of inter-modal urban centers along Baseline Road • Reduce travel time • Improvement of connectivity to the domestic airport at Ratmalana • By-pass facility for private vehicles traveling in north- south direction • Reduce air pollution around A2 • Reduce fuel used • Improvement of accessibility to residential areas

A20-35 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-6 • Ease traffic congestion on A2 near city center • Accessibility improvement to social services along Baseline Road Impacts: Social Impact? Moderate Environmental Impact? Low Construction • Interruption of traffic flows on A4 at Kirulapone and A2 at Ratmalana during the Impacts: construction of the flyovers. Also, traffic congestion will occur around other major road intersections along the proposed road corridor. • 450 households will be affected by this project. Of that, 311 houses are to be relocated. • There could be some environmental impacts near densely populated areas due to material transportation. This could be mitigated by implementing adequate measures • Proper design techniques should be adopted to improve soft ground on certain sections • A proper surface water drainage system and improvements to the existing canal system is extremely necessary. • Early awareness programs and resettlement/compensation programs should be completed before project implementation. Implementation • Potential for cost increases due to soft ground treatment and shifting of services. Risks: • Improper political decisions. • During the construction stage, congestion on Galle Road and on the road network to the south of Colombo could worsen. • Existing traffic management on Baseline Road. • During the process of shifting services, there could be interruptions • Difficulty in establishing coordination between agencies for the shifting of services within the stipulated time frame. Implementation Road Development Authority Agency:

Anticipated Total Project Cost: US $ 117.48 million (Final Stage) Costs: Direct construction costs US $ 30.26 million Administrative expenses US $ 0.18 million Land acquisition and house compensation US $ 3.55 million Engineering services expenses US $ 6.02 million Price contingency US $ 3.03 million Physical contingency US $ 3.03 million Total US $ 46.07 million

Additionally, cost estimation of Flyover construction at Orugodawatta Intersection Direct construction costs US $ 9.93 million Engineering services expenses US $ 0.69 million Land acquisition US $ 1.37 million Compensation cost US $ 1.04 million Total US $ 13.03 million

Additionally, cost estimation of Flyover construction at (Borella Crossing to Bauddaloka Mawatha Intersection, four lane capacity, approximately 1.7km)

A20-36 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-6 Direct construction costs US $ 44.72 million Engineering services expenses US $ 3.14 million Land acquisition US $ 3.9 million Compensation cost US $ 6.62 million Total US $ 58.38 million

Implementation The project can start immediately depending on the availability of funding. A review of the Schedule: feasibility study was completed in 2002 and recommendations were given.

The overall project schedule assumes that land acquisition can be initiated with the data available. Note that the land acquisition process will take about 1.5 years prior to construction. Other important project schedules are: Project Implementation Schedule (Base Line Road Extension - Phase3) Year 1Year 2Year 3Year 4Year 5 Year 6 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

Project Implementation Schedule (Fly-over) Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-37 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-7 Project Name: Marine Drive Extension Construction (including 1 flyover) Project Marine Drive presently serves as an alternative to A2 (Galle Road), with a four-lane road between Description: Wellawatte to Bambalapitiya (Stage I). However, the access roads between Marine Drive and A2 are insufficient, especially at Bambalapitiya. Stage II of the project has the following features.

• Extension of the road trace in both directions (north and south) to existing road sections. • To the north, the road is to be extended from Bambalapitiya to Kollupitiya (2 km). The trace has been established and the detailed design is available from the RDA. • To the south, the road is to be extended from Ramakrishna Road to Dehiwela (1.75km). The road survey work and trace for this section has been established up to Dehiwela Canal. Road design details are available from the RDA up to Dehiwela Station Road. • Improvement to Ramakhrishna Road (350m) would improve road network connectivity (with Galle Road). • Stage II right-of-way width is 18.3m. • Stage II has been designed as a 4-lane road (with a width of 3.4m/lane) and consists of a center median 1.2m in width with asphalt paving. • Stage II is to have a raised sidewalk (1.75m) with drainage underneath. • The land acquisition process has commenced only for the Bambalapitiya - Kollupitiya section. This process will be completed within six months.

The Study Team also proposes construction of a flyover or signalized junction at Dehiwela Junction to enable the more efficient flow of traffic from A2. After the traffic movement analysis Study Team reveals that at grade intersection improvements are sufficient to cater the future demand. (See TM-1 and Chapter 21)

Anticipated The project is divided into 4 stages and the main task at each stage is as follows: Tasks: • Detailed designs for Stage II are readily available with the RDA. • Land acquisition procedure for south section (From Ramakrishna Road to Dehiwela) • Loan agreement negotiations • Procurement of a consultant • Procurement of a contractor • Construction and supervision stage Anticipated The project will be completed in 4-4 ½ years, including land acquisition Timeframe: Linked • Condominium development projects around road corridor. Projects: • Base Line Road extension project • Duplication Road extension project • Suburban railway network improvement • TM – 1 Intersection Geometric Improvement Benefits: • Reduction in travel time on A2 • Improvement in accessibility for newly built up condominiums and residential schemes. • Reduction in congestion on A2 • A2 section from Kollupitiya to Dehiwela can be utilized for commercial activities. • Reduction in air pollution around A2 • Reduction in traffic accidents • Improvement in environment • Improvement of recreational activities along the costal belt up to Dehiwala • Intermodal connectivity improvement • Possible to deviate intercity bus services via Marine Drive Impacts: Social Impact? Moderate Environmental Low Impact? Construction Minor disturbance to residents living between A2 road and the railway track. Impacts: Environmental Minimal environmental impact during the construction stage. Impacts: Residents affected due to road extension but their living standards should improve. Implementation • Road trace restricts inland railway expansion to the east. Risks: • In order to encourage southern bound traffic to use Marine Drive, connecting roads should

A20-38 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-7 be improved via better traffic management techniques. • Land development may be constrained and only residents west of A2 may enjoy the benefits of the road improvement. • In order to encourage long-distance vehicles to use Marine Drive, an extension beyond Dehiwela may be needed. Implementation Road Development Authority / CMC Agency:

Anticipated Total Project Cost: US $ 33.54 Million Costs: Direct construction costs US $ 2.10 million Engineering services expenses US $ 0.15 million Land acquisition US $ 26.37 million Compensation cost US $ 4.92 million Total US $ 33.54 million

Implementation The land acquisition process will take about 1.5 years prior to construction. Other important Schedule: project schedules are;

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-39 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-10 Project Name: Duplication Road Extension Construction Project Duplication Road extends 5 km, beginning at Slave Island and ending at the Dharmarama Road Description: intersection near Wellawatte Canal. From there, traffic diverts to Galle Road via Dharmarama Road and to W A Silva Mawatha via Peterson Lane.

The proposed Duplication Road extension would connect directly with W A Silva Mawatha (450m). This road section will have the same design features as the existing road, which are as follows:

• 12.2m-wide carriageway with an 18.2m right-of-way. • Intersection improvement at Dharmarama Road. • Expansion of 2-lane bridge to 4-lane structure (near Dharmarama Road intersection). • Lane width of 3.05m*4 lane (substandard four-lane) without a center median. • 2.4m raised sidewalk on both sides of the road. • Built-up drains on both sides.

Anticipated The project will consist of the following tasks: Tasks: • Survey work to finalize road trace • Development of land acquisition plans, compensation program, and resettlement program • Loan agreement negotiations • Procurement of a consultant • Detailed design of project • Procurement of a contractor • Construction and supervision • Accommodation of Hampden Lane improvement up to Sri Subuthi Road.

Anticipated The 450m new trace requires all of the necessary preparatory work, including trace Timeframe: identification, survey work, etc., and about 1.5 years will be needed. Anticipated time period for project completion is about 3-3.5 years. Linked • A2 Road improvement. Projects: • CMC road improvement program • Colombo-Horana Road and Rajagiriya-Ratmalana Road projects proposed under CMR Study • Base Line Road Extension-Proposed under this Study Benefits: • Reduction of congestion during school hours • Direct connection with W A Silva Mawatha • Reduction in air pollution • Improvement in environment for residents living on Peterson Lane Impacts: Social Impact? Moderate Environmental Low Impact? Construction • Disturbance to school traffic Impacts: • Environment pollution due to material transportation and construction • School children may be affected due to increase in noise level • Additional traffic flows on Hampden Lane and improvement may be necessary up to Sri Subuthi Road immediately. Implementation • Opposition from residents Risks: • Opposition from Vijiyaramaya Temple and Lumbini Balika School Implementation Road Development Authority and CMC Agency:

A20-40 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-10

Anticipated Total Project Cost: US $ 0.83 million Costs: Direct Construction Cost (450m section up to W A Silva Mw): US $ 0.33 million Bridge Expansion Cost US $ 0.04 million Junction Improvement US $ 0.04 million Administrative expenses US $ 0.01 million Land acquisition and house compensation US $ 0.09 million Engineering services expenses US 0.16 million Price contingency US $ 0.08 million Physical contingency US $ 0.08 million Total US $ 0.83 million

Implementation The land acquisition process will take about 1.5 years before the commencement of Schedule: construction. Other important project schedules are;

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-41 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Road-14 Project Name: B152 Widening & Improvement of Access Roads B425 and Eppamulla-Panunugama Road Project This project originally proposed improving the road connecting Colombo to Negombo via the Description: Matttakuliya Bridge for a distance of about 35km. However, the Study Team revised the scope of the project, as little benefit is expected from the upgrading of the northern approach to Negombo. The project now covers a total distance of about 13km, which includes three road sections and incorporates two organizations: RDA and PRDA. This project will provide an alternative route to Negombo Road and reduce congestion on that busy corridor. This road alignment follows the costal belt of Western Province and will serve residential and small-scale industries. The major features of the road section are as follows:

• The present road is underutilized due to poor connectivity at the southern end of the Mattakuliya Bridge. • Detailed designs are available from the RDA for B-152. Note that the project proposes that the 5.2km section from Mattakuliya Bridge to Uswetakeyyyawa Bridge be improved to a standard 2-lane road (including an overlay). • Land acquisition procedures have already commenced on this section under Section 2 of the Land Acquisition Act (first notification to affected land owners has been published) for, although only for 7km. • Note that from Uswetakeyyyawa to Bopitiya road improvement is taking place as part of an ADB Provincial Road Improvement Project, which is 6.42 km long, and is therefore not taken up by this project. • This project, however, proposes that the 2.8km section from Bopitiya to the B425 Jct. be improved to a standard 2-lane road (including overlay work). • Finally, this project will also improve B425 by widening it to a standard 2-lane road up to the future CKE Jct. and A3 Road for a distance of about 5.7km (including overlay work), in order to ensure that all of the above improvement work will result in an attractive alternative route to the current A3.

Anticipated • Detailed design needed for B-425 road. Tasks: • Land acquisition on B-425 road section from Tudella to Pamunugama. • Loan agreement negotiations. • Procurement of a consultant. • Preparation of tender documents and cost estimates. • Procurement of a contractor. • Construction and supervision. Anticipated The project needs to fulfill a number of formalities before full implementation. Therefore, the Timeframe: anticipated time period for completing this project would be 4-4.5 years, including land acquisition. Linked • Mattakuliya Bridge Project. (Completed in 2003) Projects: • Mattakuliya Bridge Southern Approach Construction (Land acquisition is finished) • Industrial Development activities around Muthurajawela (Kerawalapitiya) • Colombo-Katunayake Express Highway Project Benefits: • Reduce travel time • Fuel saving for residents residing along the costal belt • Accessibility improvement to the CKE. • Reduce air pollution around Rt. A3 • Reduce traffic accidents on Rt. A3 • Pleasant driving environment along proposed road corridor • Development of residential areas along road trace Impacts: Social Impact? Low Environmental Impact? Low Construction • Minor disturbance to traffic during construction Impacts: • Soft ground improvement necessary Implementation The improvement of this link may reduce traffic flows on CKE, which could impact on its Risks: feasibility. Hamilton canal banks should be improved to withstand heavy traffic loads Implementation Road Development Authority Agency:

A20-42 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Road-14

Anticipated Total Project Cost: US $ 26.37 million Costs: Direct construction costs US $ 9.77 million Engineering services expenses US $ 0.68 million Land acquisition US $ 4.36 million Compensation cost US $ 11.56 million Total US $ 26.37 million

Implementation The land acquisition process will take about 1.5 years prior to construction. Other important Schedule: project timelines are: Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-43 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-15 Project Name: Improvement of Colombo-Horana Road (including Kohuwala Flyover construction) Project The project road begins at Pamankada Bridge and ends at Horana for a distance of 27.6km, Description: consisting of a four-lane 15km section to Kahathuduwa Interchange and a 12.6 km section to Horana. Presently, this road is a two-lane structure that passes through developed areas near a city center and underdeveloped areas at the ends. The main features of the project road are as follows:

• PCI has completed the road design from the Vilasitha Nivasa to Kahathuduwa Interchange (Southern Highway Project) • Road design is in progress under an ADB Project from Kahathuduwa to Pokunuwita and the design for Vilasitha Nivasa to Kahathuduwa is under review. • Land acquisition and resettlement has been commenced based on PCI’s design. • ADB has assured the availability of funds for the land acquisition and resettlement program and hope to sign a contract in June 2006.

Under this project scope, a flyover is to be constructed at Kohuwala Junction in order to ensure sufficient capacity for future traffic flows. Anticipated • Detailed design of the remaining section from Kahathuduwa to Pokunuwita Tasks: • Acquisition of land for a total road length of 27.6km. • Loan agreement negotiations. • Procurement of a consultant. • Preparation of tender documents and cost estimates. • Procurement of a contractor. • Construction and construction supervision. Anticipated The project will be completed in 4-4.5 years (land acquisition to be completed within this Timeframe: timeframe). Linked • Southern Highway Development Project Projects: • Base Line Improvement Project • National Road network improvement projects in Kalutara District Benefits: • V Impacts: Social Impact? Moderate Environmental Impact? Low Construction Marginal impacts on the public due to material transportation during construction may occur. Impacts: Except for city centers, residences are spaced widely apart. Therefore, impacts could be controlled by taking appropriate precautions. Surface drainage and minor water ways and irrigation canals may require relocation Implementation • No implementation risks Risks: • Project will enhance benefits to the society Implementation Road Development Authority Agency:

A20-44 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-15 Anticipated Total Project Cost: US $ 32.81 million Costs: Direct Construction Cost (4-lane section 15km): US $ 11.42 million Direct Construction Cost (2-lane section 12.6km): US $ 5.53 million Junction Improvement Cost (5%): US $ 0.85 million Administrative expenses US $ 0.09 million Land acquisition and house compensation US $ 0.89 million Engineering services expenses US $ 2.14 million Price contingency US $ 1.42 million Physical contingency US $ 1.42 million Sub Total for Road Widening US $ 23.76 million

Flyover Construction Cost at Kohuwala Intersection Direct construction costs US $ 2.44 million Engineering services expenses US $ 0.18 million Land acquisition US $ 4.04 million Compensation cost US $ 2.39 million Total US $ 9.05 million Implementation The land acquisition process will take about 1.5 years prior to construction. Other important project Schedule: timelines are:

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-45 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-16 Project Name: Improvement of Kirulapone-Kottawa Road (A4 Road) Project The total distance of the road between Kirulapone and Kottawa is 19.9km, consisting of a four- Description: lane 11.8km section to Kottawa Interchange and 8.1 km section to Godagama. Note that the section within the CMC area on High Level Road has already been improved under the city’s development program.

This Study proposes to improve A4 from Kirulapone Bridge to the Southern Highway Interchange to four lanes and thereafter to two lanes to Godagama. This major arterial road will serve a number of developed city centers and the road corridor is developing both commercially and residentially.

• PCI has completed the road design from Kirulapone to Kottawa Interchange (Southern Highway Project) • The road design from Kirulapone to Kottawa is under review by an ADB Project. • A land acquisition and resettlement program has commenced based on a PCI design • ADB has assured the availability of funds for land acquisition and resettlement and hopes to sign a contract in June 2006 • China has pledged for construction of flyover at the Nugegoda intersection in February 2006.

Anticipated • Detailed design of the road section should be finalized Tasks: • Land Acquisition procedure for the total road length of 19.9km • Loan agreement negotiations • Procurement of consultant • Preparation of tender documents and cost estimates • Procurement of contractor • Construction and supervision stage Anticipated The project will be completed in 4-4.5 years (land acquisition to be completed within this Timeframe: timeframe) Linked • Southern Highway Development Project Projects: • Outer Circular Highway Project Benefits: • Accessibility to the Southern Highway • Reduce travel time • Reduce air pollution • Reduce traffic accidents • Further development of residential areas along road corridor • Possible expansion of economic development center at Mepe • Increase in the commercial land value along the road corridor Impacts: Social Impact? Moderate Environmental Impact? Low Construction Disturbance from material transportation may occur. This road section is heavily built-up both Impacts: commercially and residentially. Therefore, environmental pollution should be considered seriously. Implementation • No implementation risks Risks: • Enhances benefits to the society • Compensation package should be attractive to minimize delays Implementation Road Development Authority Agency:

A20-46 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-16

Anticipated Total Project Cost: US $ 18.88 million Costs: Direct Construction Cost (4-lane section 11.8km): US $ 8.98 million Direct Construction Cost (2-lane section 8.1km): US $ 3.55 million Junction Improvement Cost (5%): US $ 0.62 million Administrative expenses US $ 0.07 million Land acquisition and house compensation US $ 1.05 million Engineering services expenses US $ 1.97 million Price contingency US $ 1.32 million Physical contingency US $ 1.32 million Total US $ 18.88 million Implementation Land acquisition process will take about 1.5 years before the commencement of construction. Schedule: Other important project schedules are:

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-47 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-17 Project Name: Improvement of Kandy Road – Phase I (construction of 1 flyover & 1 interchange) Project The existing Colombo-Kandy Road is 115km long. There are currently improvements underway Description: at different areas along the road under different projects, including

• Construction work is being carried out under a World Bank Project from Nittabuwa to Kandy (two-lane road surface treatment and shoulder improvement). • 2km of road widening to four lanes is taking place within the Kadawatha area under SIRUP (Rs. 353 million for direct construction cost (2006)). • Nittabuwa town development, consisting of four lane construction, together with the construction of the road from the Kandy Police Station to Kandy High School Junction is also being carried out under the SIRUP Program.

To improve the connection between Colombo CBD and Kandy Road, flyovers at Panchikawatte Intersection and Kelaniya Railway Crossing are considered in this study. The 2.2 km Kiribathgoda -Kadawatha section was considered under this study, however, a commitment between GoSL and China was signed to improve this section on 12 May 2006.

• Estimated direct construction cost of Panchikawatte Flyover Rs 491 million • Estimated direct construction cost of Kelaniya Flyover Rs 694 million • Total estimated direct construction cost is Rs 1185million • Road design details are available with RDA. Anticipated • The project consists followings; Tasks: • Development of land acquisition plans, and compensation package • Loan agreement negotiations • Procurement of a Consultant • Design review and Tender preparation of the Project • Procurement of a Contractor • Construction and Supervision Stage Anticipated The project will be completed in 5-5.5years (land acquisition to be completed within this time Timeframe: frame). Linked Projects: • Outer Circular Highway Project • Colombo Katunayake Highway Project • Urban Township Development Project in Gampaha • FTZ container transshipment and container stacking yard development Benefits: • Reduction in travel time • Four-lane road capacity from Miriswatte Junction to Colombo • Reduction in air pollution • Increase in the commercial value within the town areas • Improvement in connectivity and accessibility Impacts: Social Impact? Moderate Environmental Impact? Low Construction Disturbance to traffic during construction. Air pollution would increase due to material Impacts: transportation. Travel time might increase during the construction stage due to congestion. Implementation • No major implementation risk Risks: • Land acquisition might cause an overall project delay. Implementation Road Development Authority Agency:

A20-48 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-17

Anticipated Total Project Cost: US $ 30.46 million Costs: Flyover Construction Cost at Armour Street Intersection Direct construction costs US $ 4.78 million Engineering services expenses US $ 0.33 million Land acquisition US $ 8.10 million Compensation cost US $ 4.43 million Total US $ 17.64 million

Flyover Construction Cost at Kelaniya Railway Crossing Direct construction costs US $ 6.76 million Engineering services expenses US $ 0.47 million Land acquisition US $ 3.27 million Compensation cost US $ 2.32 million Total US $ 12.82 million

Implementation The project can start immediately depending on the availability of funding. The land acquisition Schedule: process will take about 1.5 years before the commencement of construction. Other important project schedules are:

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-49 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-18 Project Name: Improvement of Kandy Road – Phase II Project This improvement is to consist of the widening of the Kadawatha to Imbulgoda section (4.78 Description: km) on Kandy Road to 4 lanes and is expected to be carried out by ADB. Note that as this project most likely will be implemented after Road-17 it is referred to as Phase II. The major aspects of this road section are as follows:

• Stage 2 starts from Kadawatha and ends at Imbulgoda (4220-9000m), with an estimated direct construction cost of Rs 417million • Total estimated direct construction cost is Rs 417 million (for 4.78km) • Road design details are available with RDA. • Four-lane divided road section with 1.2m center median. Lane width varies from 3.25m in towns and to 3.7m in other areas. • Right-of-way width varies from 24.7-26m. In town areas it is 26m to accommodate parking. • A 1.5m cycle lane has been accommodated on either side of the road.

Anticipated • Development of land acquisition plans, and compensation package Tasks: • Loan agreement negotiations • Procurement of a consultant • Design review and render preparation of the project • Procurement of a contractor • Construction and supervision stage Anticipated The project will be completed in 3-3.5 years (land acquisition to be completed within this Timeframe: time frame). Linked Projects: • Outer Circular Highway Project • Colombo Katunayake Highway Project • Urban Township Development Project in Gampaha • FTZ container transshipment and container stacking yard development Benefits: • Reduce travel time • Four-lane road capacity from Miriswatte Junction to Colombo • Reduce air pollution • Increase in the commercial value within the town areas • Improve connectivity and accessibility Impacts: Social Impact? Moderate Environmental Low Impact? Construction Disturbance to traffic during construction. Air pollution would increase due to material Impacts: transportation. Travel time might increase during the construction stage due to congestion. Implementation • No major implementation risk Risks: • Land acquisition might cause an overall project delay. Implementation Road Development Authority Agency:

A20-50 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-18

Anticipated Total Project Cost: US $ 6.17 million Costs: Total estimated direct construction cost: US $ 4.07 million Intersection improvements and equipments (5%): US $ 0.2 million Administrative expenses US $ 0.02 million Land acquisition and house compensation US $ 0.35 million Engineering services expenses US $ 0.67 million Price contingency US $ 0.43 million Physical contingency US $ 0.43 million Total US $ 6.17 million

Implementation The project can start immediately depending on the availability of funding. The land Schedule: acquisition process will take about 1.5 years prior to construction. Other important project schedules are:

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-51 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-20 Project Name: Improvement of Rajagiriya-Ratmalana Road Project This road section begins at Welikada Plaza at Rajagiriya Junction and passes through Koswatee Description: Junction, Open University at Nawala, and connects to the Stanley Tillakaratne Mawatha at Nugegoda. This road section is proposed to be improved to a standard four lane road with 1.2 rumble strip divider in the middle, as well as bus-bays and parking facilities for private vehicle users. Right-of-way should be improved to a minimum of 23.2m.

After Nugegoda Junction, the road trace follows Old Kesbewa Road up to Katiya Handiya and Subadrarama Road up to Gamsaba Junction at High Level Road. The road section between High Level Road and Colombo-Horana Road (Dehiwela Road) will be part of this proposed road section, although improvements are required only up to the bridge located near Udyana Mawatha.

Bridge improvement is necessary in this project and the road section beyond the bridge up to Templus Road has been improved under a JBIC-funded small scale infrastructure rehabilitation and upgrading project. 3.8 km of this rehabilitated road section is standard two lanes with cycle lane facilities. Side drains have been improved and project work is near completion.

The road section beyond the Templus Road intersection up to Ratmalana Junction will be improved under Baseline (Phase III) Project.

The following improvement works are proposed under this Road Project. • Rajagiriya to Nugegoda Intersection (4.9km) (Standard four lane divider road with Bus-bays, parking facilities and side drains) • Bridge Improvement at Nawala Open University • Nugegoda intersection to Katiya Handiya along Old Kesbewa Road (0.8km) (Standard two lane with 1.5m cycle lanes on both sides) • Katiya Handiya to High Level Road (Gamsaba Junction) along Subaddrama Road (0.5km) (Standard two lane with 1.5m cycle lanes on both sides) • Gamsaba Junction to Bridge location along Dehiwala Road (0.8km)(Standard two lane with 1.5m cycle lanes on both sides) • Bridge improvement at Udyana Mawatha • Varying design standards are proposed in different road sections of this improvement project in covering a total of 7km. • According to the additional study the Rajagiriya – Nugegoda section (4.9km) was dropped from this package due to high social impact. Also Bridge improvement at Nawala Open University was dropped because JBIC SIRUP funds allocation. Anticipated The project will be divided into 5 stages and the main task at each stage is: Tasks: • Development of land acquisition plans, compensation program and resettlement (If Necessary) program • Loan agreement negotiations • Procurement of a consultant • Detailed design of project • Procurement of a contractor • Construction and supervision stage Anticipated The project will be completed in 4 years. (Land Acquisition to be completed within this time Timeframe: frame.) Linked • Base Line Improvement Project (Phase 3) Projects: • High Level Road Improvement Project (Proposed Under this Study) • Colombo Horana Road Improvement Project (Proposed Under this Study) • Intersection improvements in CMC area (Proposed under the this Study) • Ratmalana Airport Expansion Project • The Greater Colombo Flood Control and Environment Improvement Project

A20-52 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-20 Benefits: • Connectivity improvement with inner ring road network • Reduction in travel time and fuel use • Improvement of connectivity to the domestic airport at Ratmalana • Bypass facility for private vehicles traveling in north- south direction using local road network • Reduction in air pollution around Nugegoda Town area and improving the By-pass facility. • Improvement of accessibility to residential areas around Mirihana, Udahamulla, Kotte. • Easing of traffic congestion around Nugegoda and Kohuwala areas. Impacts: Social Impact? Moderate Environmental Impact? Low Construction • Road users on Rajagiriya - Nugegoda road section will enhance the full benefit with the Impacts: proposed intersection improvement project at Welikada Plaza near Rajagiriya. (Necessity of intersection improvement at Rajagiriya has been already identified under this study) • Traffic will be interrupted on A4 around Gamsaba Junction during the construction stage, as well as at Open University and Udyana Mawatha during bridge construction. • There could be some environmental impacts near densely populated areas due to material transportation. This impact may be a critical issue around Nugegoda. This could be mitigated by implementing adequate measures, including night construction. • Proper design techniques should be adopted to improve the soft ground on certain sections near marshy land at the Bridge Location on the Dehiwala Road near Udaya Mawatha. • A proper surface water drainage system and improvements to the existing canal system is extremely necessary. • Early awareness programs and compensation packages should be drafted and make aware the effected parties to reduce delays in land acquisition. Implementation • Land acquisition along the Rajagiriya - Nugegoda section and Old Kesbewa Road section Risks: might cause delays • During the process of shifting services, there could be interruptions • Difficulty in establishing coordination between agencies for the shifting of services within the stipulated time frame. Implementation Road Development Authority Agency:

Anticipated Total Project Cost: US $ 14.34 million Costs: Direct construction costs US $ 0.93 million Engineering services expenses US $ 0.07 million Land acquisition US $ 7.53 million Compensation cost US $ 5.81 million Total US $ 14.34 million Implementation The overall project schedule assumes that land acquisition can be initiated with the data available. Schedule: Note that the land acquisition process will take about 1.5 years prior to construction. Other important project schedules are:

A20-53 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-20 Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-54 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-21 Project Name: Improvement of Road from Pannipitiya to Battaramulla Project The project will improve the existing trace that connects High Level Road (A4) with the Description: administrative area at Battaramulla. Road widening and surface improvements have been completed between Pelawatte and Thalawatugoda Junction. The identified road section in this project is 7.5km long and covers the residentially developed areas described below. Note that 5.5km of this of road has been proposed for improvement in this study.

• Battaramulla to Palawatte – 2.0km • Palawatte to Talawatugoda – 2.2km (already improved) • Talawatugoda to Pannipitiya – 3.5km (This section traverse through different terrain condition and sub-grade soil conditions.) • Design details available with RDA and right-of-way is 22.0m • Road is designed as a 4-lane asphalt paved road (3.5m lane width) with a centre median of 1.2m • 2.4m sidewalk and 1.0m side drains are accommodated in the design • According to additional study the Thalawathugoda to Pannipitiya (3.5km) was prioritized for implementation.

Anticipated The project will be divided into stages and the main task at each stage is: Tasks: • Detailed design of the road trace available with RDA • Loan agreement negotiations • Procurement of a consultant • Preparation of tender documents and cost estimates • Procurement of a contractor • Construction and supervision

Anticipated The project will be completed in 4 years, including land acquisition Timeframe: Linked • Pannipitiya Flyover Project Projects: • Colombo Ratanapura Road Improvement (Proposed under CMR Study) • Southern Highway Development Project • Outer Circular Highway • Recreational development activities around Talawatugoda. Benefits: • Reduction in travel time • Improvement of accessibility to the Administrative Capital from High Level Road • Reduction in congestion on High Level Road up to Pannipitiya • Development of residential and recreational activities around Talawatugoda Impacts: Social Impact? Low Environmental Impact? Low Construction • Minor disturbance to traffic during construction Impacts: • Surface drainage need new drainage paths. Implementation • Proper soft ground treatment may be necessary on certain sections of the road trace. Risks:

A20-55 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-21 Implementation Road Development Authority Agency:

Anticipated Total Project Cost: US $ 11.68 million (For Thalawathugoda – Pannipitiya 3.5km Only) Costs: Direct construction costs US $ 2.05 million Engineering services expenses US $ 0.14 million Land acquisition US $ 3.99 million Compensation cost US $ 5.5 million Total US $ 11.68 million

Implementation The land acquisition process will take about 1.5 years prior to construction. Other important Schedule: project schedules are:

Project Implementation Schedule Year 1 Year 2 Year 3 Year 4 Year 5 Land Acquisition Loan Agreement Negotiations Procurement of Consultants Detail Design Procurement of Contractor Construction Supervision

Unexpected Project Extension

A20-56 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-26 Project Name: Improvement of Nugegoda – Ethul Kotte Road via Jubili Post Project The improvement of this road is necessary to reduce traffic congestion on Kollupitiya-Sri Description: Jayawardenepura Kotte Road [AA-000] and on the Colombo-Ratnapura- Wellawaya-Batticaloa Road [AA-004], which will in turn reduce traffic congestion in the CMR. It is proposed that the two lane road be widened to four lanes from Kohuwara (Horana Road) to Kotte via Nugegoda and Jubilee Post connecting Horana Road, AA-004 to AA-000. Redefining the cross-sections with lane markings and vehicle segregation will also be incorporated.

This project is a new proposal and it is not in the pipeline of the RDA project proposals. Therefore, funding has not been identified.

The length of the section is 5.95 km. The necessary width of the section is 22.8 meters for a total of 4 lanes. Anticipated • Feasibility study Tasks: • Detailed design • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 4 years Timeframe: Linked Projects: • Improvements to AA-004 • Grade-separated intersection at Nugegoda • Urban development Benefits: • Reduction in traffic congestion • Regularization of traffic • Reduction in vehicle operating costs • Reduction in travel times • Reduction in number of accidents Impacts: Low: Noise/vibration, air High: Extensive Environmental Social Impact: pollution, land depression during land acquisition Impact: construction and operation Construction • Disruption of economic activity Impacts: • Loss of livelihood • Traffic congestion and rerouting of traffic Implementation • Difficulty in acquiring required land Risks: • Lack of funds to improve linked projects • Political interference • Inadequate policies to improve road-user habits Implementation RDA Agency: Implementation Mechanism of Road Project 26

Other Entities to Be MoH Consulted CEA

Local Authorities RDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation Anticipated US 17.55 million (Rs. 1798 Million) Costs:

A20-57 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-26 Implementation Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Schedule: Feasibility Study Detailed Designs Pre-Contract Assistance Land Acquisition Construction

A20-58 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-33 Project Name: Improvement to Balummahara – Biyagama - Malabe Road Project The improvement of this road is necessary to reduce congestion in the CMR, as traffic in the Description: south and Battaramulla could be diverted along this road. However, to cater to this diverted traffic, the capacity of this road has to be increased. It is therefore proposed that the existing two lane road from Yakkala to Malabe via Mudungoda and Biyagama, which connects Kandy Road to Kotte Road, be widened to a four lane road. Redefining the cross-sections with lane markings and vehicle segregation will also be incorporated. Note that the design for most of the road sections was completed under different road projects, and the details are as shown below.

1st Section : Yakkala to Mudungoda Junction – Design completed with improvements to Colombo – Kandy Road [AA 001] 2nd Section : Mudungoda Junction to Biyagama Junction – Designs completed with improvements to Kelaniya - Mudungoda Road [B 214] 3rd Section : Biyagama Junction to Kaduwela – No design 4th Section : Kaduwela to Malabe – Two lane improvements to Malabe – Kaduwela Road [B 263] has been done under the SIRUP Project. A design for the four lane improvement has to be carried out.

The design for the section from Yakkala to Mudungoda Junction is available with RDA and will be reviewed by the Consultants for the National Highway Sector Project [NHSP] funded by the ADB. Anticipated • Review of design work Tasks: • Amendments to design in order to properly cater to the requirements of the project • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 4 to 4 ½ years Timeframe: Linked • Urban development in region Projects: • Improvements to roads connecting to project road Benefits: • Reduction in traffic congestion • Regularization of traffic • Reduction in vehicle operating costs • Reduction in travel times • Reduction in number of accidents Impacts: Low: Noise/vibration, water, air Moderate: Land Environmental Social Impact: pollution, land depression during acquisition Impact: construction and operation Construction • Disruption of economic activity Impacts: • Loss of livelihood • Traffic congestion and rerouting of traffic Implementation • Difficulty in acquiring required land Risks: • Lack of funds to improve linked projects • Political interference • Inadequate policies to improve road-user habits

A20-59 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-33 Implementation RDA is Main Implementation Body Agency: Implementation Mechanism of Road Project 33

Other Entities to Be MoH Consulted CEA

Local Authorities RDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation Anticipated US $ 21.29 million (Rs. 2181 Million) Costs: Implementation Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Schedule: Detailed Design Review Design Amendments to Design Pre-Contract Assistance Land Acquisition Construction

A20-60 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-43 Project Name: Grade-Separated Interchange Construction at Rajagiriya Intersection Project Most of the intersections in the CMR are potentially dangerous from a traffic safety Description: perspective. These intersections lack efficiency with regards to operation, safety, speed, and capacity. This results in disorderly traffic movement, delays, accidents, and high operating costs. Therefore, it is necessary to increase the capacity of most of these intersections in the CMR, with the proposed solution for the most congested intersections being the construction of grade-separated interchanges.

Rajagiriya Intersection on Kollupitiya - Sri Jayawardenepura Road [AA-000] is one of the most congested intersections in the CMR, with 80,000 vehicles/day passing in the east – west direction. The shape of the intersection is also complicated, which makes congestion even worse. A concept paper has been prepared and submitted to JICA. Note that traffic data for the intersection is available.

A Chinese Government Grant has been provided recently for the construction of signalized intersection.

RDA is of the view that the signalized intersection will be a short-term solution and a grade- separated intersection will be the most suitable and long-term solution for this intersection. Funding will be sought for a grade separated intersection. Anticipated • Assessment of existing operational performance, external impacts [traffic, construction Tasks: implications, etc.] and possible alternative schemes • Feasibility study • Basic and detailed design • Tendering and awarding of contracts • Review of designs for constructability • Construction of intersection • Construction supervision Anticipated Expected to be completed in 4 years Timeframe: Linked Projects: • Improvements to the feeder roads • Improvements to the intersections in close proximity • Regularization of traffic Benefits: • Reduction in traffic congestion • Regularization of traffic • Reduction in vehicle operating costs • Reduction in travel times • Reduction in number of accidents Impacts: High: Land Low: Expected noise/vibration, air acquisition, Environmental Social Impact: pollution, land depression during Resettlement, Impact: construction and operation Loss of income Construction • Disruption of economic activity Impacts: • Loss of livelihood • Traffic congestions and rerouting of traffic Implementation • Acquisition of required land Risks: • Lack of funds to improve linked projects • Poor enforcement of operational rules

A20-61 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-43 Implementation RDA Agency: Implementation Mechanism of Road Project 43

Other Entities to Be MoH Consulted CEA

Local Authorities RDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation Anticipated Total Project Cost: US $ 14.60 million Costs: Direct construction costs US $ 8.35 million Engineering services expenses US $ 0.58 million Land acquisition US $ 4.04 million Compensation cost US $ 1.62 million Total US $ 14.60 million

Implementation Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Feasibility Study Basic Design Detailed Design Pre-Contract Assistance Construction

A20-62 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-49 Project Name: Intermodal Transport Center [Suburb Area] Project Transport contributes to a city’s quality of life and supports a strong and prosperous economy. Description: However, the existing highly road-dependent transport system damages a city’s living environment, contributes to increasing economic losses, and climate change. The principal objective of the Intermodal Transport Center [ITC] is to achieve integrative transport planning, with the aim of realizing a gradual modal shift towards public transport and creating a rail- based polycentric urban and regional structure in CMR that will alleviate the aforementioned problems. Note that new suburban sub-centers will be developed within a commutable distance of 5-10 km from the ITCs. These suburban sub-centers will function chiefly as bedroom towns, and potential candidate locations are as follows:

• Moratuwa • Kottawa • Ragama

The suburban sub-centers will be developed under a combined initiative of the public and private sectors. Initially, the underutilized space around railway stations will be developed for Park N’ Ride, Kiss N’ Ride, taxi stands, private parking space, and bicycle parking facilities. The ITC development plan should be prepared in order to realize convenient and safe access between transport modes.

The project is a new concept in Sri Lanka and is not in the project pipeline. Therefore, sources of funding have to be identified by the implementing agency. Anticipated • Feasibility study Tasks: • Detailed design • Recommending appropriate measures to improve integration and coordination among modes of transport • Tendering and awarding of contracts • Construction of facilities • Construction supervision Anticipated Expected to be completed in 3 to 3 ½ years Timeframe: Linked Projects: • Urban development • Rail transit system for commuting to urban sub-centers • Introduction of Bus Rapid Transit [BRT] system • Creating timetables for all bus routes and improving intermodal transfers between the rail and bus sectors Benefits: • Integration within and between different modes of transport so that each contributes its full potential and people can easily access to and move between them. • More environmentally-friendly transport. • Integration with land use planning at national, regional and local levels, so that transport and land use planning work together to support more sustainable travel options and reduce the need for travel. • Integration with education, health and wealth creation so that transport helps to make a fairer and more inclusive society. • Integration with institutional, legal, organizational, and financial systems, so that transport planning is implemented in a more realistic, viable, and sustainable manner. Impacts: Low: Noise/vibration, Air Moderate: Some Environmental pollution, Land depression Social Impact: land acquisition Impact: during construction and operation Construction • Operations at selected centers may be disturbed temporarily Impacts: Implementation • Institutional weaknesses Risks: • Inability to develop access roads to the ITCs • Problems in acquiring land • Lack of funds for the development of an ideal ITC • Poor coordination between modes involved

A20-63 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-49 Implementation UDA Agency: Implementation Mechanism of Road Project 49

Other Entities to Be Ministry of Housing and Consulted Construction CEA

Local Authorities UDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

Anticipated US $ 4.26 million Costs: Direct construction costs US $ 2.98 million Engineering services expenses US $ 0.34 million Land acquisition US $ 0.63 million Compensation cost US $ 0.31 million Total US $ 4.26 million

Implementation Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Schedule: Feasibility Study Detailed Designs Pre-Contract Assistance Construction

A20-64 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-50 Project Name: Intermodal Transport Center [CMC Area] Project Transport contributes to a city’s quality of life and supports a strong and prosperous economy. Description: However, the existing highly road-dependent transport system damages a city’s living environment, contributes to increasing economic losses, and climate change. The principal objective of the Intermodal Transport Center [ITC] is to achieve integrative transport planning, with the aim of realizing a gradual modal shift towards public transport and creating a rail-based polycentric urban and regional structure in CMR that will alleviate the aforementioned problems. Note that new urban sub-centers will be developed within 5 km from the ITCs. These urban sub- centers will reassign urban functions within the expanded CMR by absorbing new demand for “producer services” and improve accessibility to urban amenities and lifestyles. Potential candidate locations are as follows:

• Dematagoda • Borella • Narahenpita

The urban sub-centers will be developed under the combined initiative of the public and private sectors. Initially, the underutilized space around railway stations will be developed for Park N’ Ride, Kiss N’ Ride, taxi stands, private parking space, and bicycle parking facilities. The ITC development plan should be prepared in order to realize convenient and safe access between transport modes.

The project is a new concept in Sri Lanka and is not in the project pipeline. Therefore, sources of funding have to be identified by the implementing agency. Anticipated • Feasibility study Tasks: • Detailed design • Recommending appropriate measures to improve integration and coordination among the modes of transport involved • Tendering and awarding of contracts • Construction of facilities • Construction supervision Anticipated Expected to be completed in 3 to 3 ½ years Timeframe: Linked • Urban development Projects: • Convenient rail transit system for commuting to suburban sub centers • Introduction of Bus Rapid Transit [BRT] system • Creating timetables for all bus routes and improving intermodal transfers between the rail and bus sectors Benefits: • Integration within and between different modes of transport so that each contributes its full potential and people can easily access to and move between them. • More environmentally-friendly transport. • Integration with land use planning at national, regional and local levels, so that transport and land use planning work together to support more sustainable travel options and reduce the need for travel. • Integration with education, health and wealth creation so that transport helps to make a fairer and more inclusive society. • Integration with institutional, legal, organizational, and financial systems, so that transport planning is implemented in a more realistic, viable, and sustainable manner. Impacts: Low: Noise/vibration, Air pollution, Social Moderate: Some Environmental Impact: Land depression during construction Impact: land acquisition and operation Construction • Operations at selected centers may be disturbed temporarily Impacts: Implementation • Institutional weaknesses Risks: • Inability to develop access roads to the ITCs • Problems in acquiring land • Lack of funds for the development of an ideal ITC • Poor coordination between modes involved

A20-65 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-50 Implementation UDA Agency: Implementation Mechanism of Road Project 50

Other Entities to Be Ministry ofMoH Housing and Consulted Construction CEA

Local Authorities UDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation Anticipated US $ 7.93 million Costs: Direct construction costs US $ 5.72 million Engineering services expenses US $ 0.63 million Land acquisition US $ 1.10 million Compensation cost US $ 0.48 million Total US $ 7.93 million

Implementation Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Schedule: Feasibility Study Detailed Designs Pre-Contract Assistance Construction

A20-66 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP1 Project Name: Improvement of Pelawatta – Malabe – Kahantota Road Project The road connecting Pelawatta – Malabe – Kahantota is the responsibility of the Western Description: Provincial Road Development Authority (WPRDA) and is considered to be an alternate route between Battaramulla – Malabe – Kaduwela Road, bypassing Malabe. This road starts at Pelawatte on (B-47) and ends at Pittugala (B-263) and intersects B-240 at Malabe. Improvements to this road will provide motorists with an alternate route, since Battaramulla – Malabe – Kaduwela Road is often congested. The total length of the project road is 7.0 km.

This project includes increasing the right-of-way (ROW) from 10m to 13m (i.e. existing 5.0 m carriageway will be improved to a standard width of 7.0 m). It will also incorporate redefining cross-sections with lane markings. Presently, this road is a substandard two-lane structure that passes through rural areas. Improvement to this road will provide access to the rural communities, thereby helping to increase their economic status

WPRDA only has funds for routine maintenance, not for road development. The rehabilitation of 350 km of roads was funded by ADB. Therefore, this project requires foreign assistance.

Land acquisition is expected to be minimal; the detailed designs for the road could be produce by the WPRDA relatively quickly. The detailed designs for the roads, if prepared by the WPRDA will be a simplified design that is used in the projects similar to the SIRUP. Anticipated • Feasibility study Tasks: • Detailed design • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 2 to 2 ½ years Timeframe: Linked Projects: None Benefits: • Reduce traffic congestion • Regularize traffic on the main roads. • Reduce vehicle operating costs • Reduce travel times • Reduce number of accidents Impacts: Low, Noise/vibration, water and Low, Minimal Environmental Social Impact: air pollution, land depression land acquisition Impact: during construction and operation Construction Traffic congestion and rerouting of traffic Impacts: Implementation Availability of funding Risks: Implementation WPRDA Agency: Implementation Mechanism of Road Project WP-1

Other Entities to Be Ministry for MoHLocal Government Consulted and Provincial Councils CEA

Local Authorities WPRDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

A20-67 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP1 Anticipated 1.59 million USD Costs: Direct construction costs US $ 0.97 million Engineering services expenses US $ 0.13 million Land acquisition US $ 0.29 million Compensation cost US $ 0.2 million Total US $ 1.59 million

Implementation Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Pre-Contract Assistance Construction

A20-68 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 2 Project Name: Improvement of Pittakotte-Thalawathugoda-Hokandara-Kokadawila Road Project The road connecting Pittakotte-Thalawathugoda-Hokandara-Kokadawila Road is the Description: responsibility of the Western Provincial Road Development Authority (WPRDA) and is considered to be an alternate route between Nugegoda and Kaduwela bypassing Battaramulla and Malabe. This road starts at Pittakotte on (B-120) and ends at Koskadawila (B-263) and intersects B-47 at Thalawathugoda. Improvements to this road will provide motorists with an alternate route, since Battaramulla-Malabe-Kaduwela Road is often congested. The total length of the project road is 8.4 km.

This project includes increasing the right-of-way (ROW) from 10m to 13m (i.e. existing 5.0 m carriageway will be improved to a standard width of 7.0 m). It will also incorporate redefining cross-sections with lane markings. Presently, this road is a substandard two-lane structure that passes through rural areas. Improvement to this road will provide access to the rural communities, thereby helping to increase their economic status

WPRDA only has funds for routine maintenance, not for road development. The rehabilitation of 350 km of roads was funded by ADB. Therefore, this project requires foreign assistance.

Land acquisition is expected to be minimal; the detailed designs for the road could be produce by the WPRDA relatively quickly. The detailed designs for the roads, if prepared by the WPRDA will be a simplified design that is used in the projects similar to the SIRUP. Anticipated • Feasibility study Tasks: • Detailed design • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 2 to 2 ½ years Timeframe: Linked Projects: None Benefits: • Reduce traffic congestion • Regularize traffic on the main roads. • Reduce vehicle operating costs • Reduce travel times • Reduce number of accidents Impacts: Low, Noise/vibration, water and Low, Minimal Environmental Social Impact: air pollution, land depression land acquisition Impact: during construction and operation Construction Traffic congestion and rerouting of traffic Impacts: Implementation Availability of funding Risks: Implementation WPRDA Agency: Implementation Mechanism of Road Project WP-2

Other Entities to Be MoH Consulted CEA

Local Authorities WPRDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

A20-69 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 2 Anticipated Total Project Cost: US $ 2.54 million Costs: Direct construction costs US $ 1.04million Engineering services expenses US $ 0.07 million Land acquisition US $ 0.83 million Compensation cost US $ 0.60 million Total US $ 2.54 million

Implementation Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Pre-Contract Assistance Construction

A20-70 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 4 Project Name: Improvement of Pannipitiya – Moralatiya - Tumbowila Road Project Pannipitiya – Moralatiya - Tumbowila Road is the responsibility of the Western Provincial Road Description: Development Authority (WPRDA) and is considered to be an alternate route between Moratuwa to Battaramulla bypassing Piliyandala and Maharagama. This road starts at Moratuwa to Battaramulla bypassing Piliyandala and Maharagama (B-47) and ends at Suwarapola (B-295) and intersects A-04 at Morakettiya and B-84 at Bokundara. The total length of the project road is 7.4 km.

This project includes increasing the right-of-way (ROW) from 10m to 13m (i.e. existing 5.0 m carriageway will be improved to a standard width of 7.0 m). It will also incorporate redefining cross-sections with lane markings. Presently, this road is a substandard two-lane structure that passes through rural areas. Improvement to this road will provide access to the rural communities, thereby helping to increase their economic status

WPRDA only has funds for routine maintenance, not for road development. The rehabilitation of 350 km of roads was funded by ADB. Therefore, this project requires foreign assistance.

Land acquisition is expected to be minimal; the detailed designs for the road could be produce by the WPRDA relatively quickly. The detailed designs for the roads, if prepared by the WPRDA will be a simplified design that is used in the projects similar to the SIRUP. Anticipated • Feasibility study Tasks: • Detailed design • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 2 to 2 ½ years Timeframe: Linked Projects: None Benefits: • Reduce traffic congestion • Regularize traffic on the main roads. • Reduce vehicle operating costs • Reduce travel times • Reduce number of accidents Impacts: Low, Noise/vibration, water and Low, Minimal Environmental Social Impact: air pollution, land depression land acquisition Impact: during construction and operation Construction Traffic congestion and rerouting of traffic Impacts: Implementation Availability of funding Risks: Implementation WPRDA Agency: Implementation Mechanism of Road Project WP-4

Other Entities to Be Ministry for Local Government Consulted and Provincial Councils CEA

Local Authorities WPRDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

A20-71 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 4 Anticipated Total Project Cost: US $ 4.99 million Costs: Direct construction costs US $ 1.72million Engineering services expenses US $ 0.12 million Land acquisition US $ 1.45 million Compensation cost US $ 1.69 million Total US $ 4.99 million

Implementation Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Pre-Contract Assistance Construction

A20-72 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 5 Project Name: Improvement of Piliyandala - Henamulla Road Project Piliyandala - Henamulla Road is the responsibility of the Western Provincial Road Description: Development Authority (WPRDA) and is considered to be an important link connecting Piliyandala (B-84) and Panadura. The total length of the project road is 5.65 km.

This project includes increasing the right-of-way (ROW) from 10m to 13m (i.e. existing 5.0 m carriageway will be improved to a standard width of 7.0 m). It will also incorporate redefining cross-sections with lane markings. A bridge with a span of 150m and 11.0m width has to be constructed across Weras Ganga. Presently, this road is a substandard two-lane structure that passes through rural areas. Improvement to this road will provide access to the rural communities, thereby helping to increase their economic status

WPRDA only has funds for routine maintenance, not for road development. The rehabilitation of 350 km of roads was funded by ADB. Therefore, this project requires foreign assistance.

Land acquisition is expected to be minimal; the detailed designs for the road could be produce by the WPRDA relatively quickly. The detailed designs for the roads, if prepared by the WPRDA will be a simplified design that is used in the projects similar to the SIRUP. Anticipated • Feasibility study Tasks: • Detailed design • Tendering and awarding of contracts • Construction of project road • Construction supervision Anticipated Expected to be completed in 3 to 3 ½ years Timeframe: Linked Projects: None Benefits: • Reduce traffic congestion • Regularize traffic on the main roads. • Reduce vehicle operating costs • Reduce travel times • Reduce number of accidents Impacts: Low, Noise/vibration, water and Low, Minimal Environmental air pollution, land depression Social Impact: land acquisition Impact: during construction and operation Construction Traffic congestion and rerouting of traffic Impacts: Implementation Availability of funding Risks: Implementation WPRDA Agency: Implementation Mechanism of Road Project WP-5

Other Entities to Be Ministry for Local Government Consulted and Provincial Councils CEA

Local Authorities WPRDA / PIU

Service Providers

Traffic Police Consultants / Contractor

Notes: Control Consultation

A20-73 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: Road-WP 5 Anticipated 4.55 million USD Costs: Direct construction costs US $ 2.68 million Engineering services expenses US $ 0.38 million Land acquisition US $ 0.86 million Compensation cost US $ 0.63 million Total US $ 4.55 million

Implementation Schedule: Year - 1 Year - 2 Year - 3 Year - 4 Year - 5 Pre-Contract Assistance Construction

A20-74 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-1 Project Name: Intersection Geometric Improvement Project Project The project will improve intersection geometry to enhance both efficiency and safety. Conversion Description: of roundabouts into intersections is included in this project, as well as construction/removal of medians, construction/removal of corner islands, provision of right/left turn lane, alignment improvements, pavement improvements, sidewalk improvements, and pavement marking and traffic sign.

The target intersections are the intersections where ATC signals will be installed. The project includes installation of conduits for signal works to avoid construction work inside intersection in the future.

Estimated number of locations are: Layout modification: 74 locations Pavement work: 16,000 m2 Sidewalk improvement: 24,000 m2 Pavement markings: 120 intersections Road facilities: 120 intersections

Anticipated The project will be divided into three stages and the main task at each stage is: Tasks: • Survey and detailed design of intersection geometric improvements including cost estimate; • Contractor selection; and • Construction and supervision

The improvements include pavement marking and traffic signs near intersection (approximately 100 meters for primary roads and 50 meters for secondary roads)

Anticipated All works will be completed in 1.5 years. After initial design at some intersections, design and Timeframe: construction works will be carried out in parallel.

Linked Area Traffic Control (ATC) System project (this project must precede ATC system project) Projects: Capacity building of CMC and RDA

Benefits: The benefits listed below can be maximized if ATC system project is undertaken together with this project.

• Reduction in delay at intersection • Reduction in air pollution • Reduction in traffic accidents

Impacts: Social Impact? None Environmental Impact? None Construction Minor disturbance to traffic during construction Impacts: Implementation There are no serious technical risks anticipated for the project. The minor risks are: Risks: • Technical difficulties such as existence of utility poles, road furniture, and underground facilities to be affected by the work; and • Interference by other projects such as road widening that occupy the same right of way

Implementation Project Management Unit to be established in Western Provincial Council for ATC system Agency: project. See TM-2 for implementation organization.

A20-75 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-1 Anticipated Unit Cost Cost Costs: Quantity Unit (USD) (USD) Geometric Improvement Works Layout modification 74 Site $1,073,623 Pavement works 16,000 m2 $59 $936,980 Sidewalk improvement 24,000 m2 $10 $234,245 Pavement marking 120 Site $1,464 $175,684 Road facilities 120 Site $2,928 $351,368 Sub-total $2,771,900 Contingency (5%) $138,594 Overhead (30% of direct cost) $831,569 Total $3,742,063

Note: As geometric improvement works will be implemented in conjunction with ATC system project, engineering service cost is included in the engineering service for ATC system project.

Implementation The project can start immediately pending on the availability of funds and decision on ATC Schedule: system project. The project will be divided into packages of adequate size. They will be contracted out as detailed design has been completed.

No. Items Year 1 Year 2

1 Detailed design 2 Contractor selection 3 Construction

A20-76 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-2 Project Name: Area Traffic Control System Project Project The project will introduce an area traffic control (ATC) system to Colombo. The system consists Description: of the following equipment and soft components:

• Central computer system 1 set • Control software 1 set • Control center facilities 1 set • Local controller and accessories 120 units • Intersection turning movement count survey • Signal design and timing calculation • Training of CMC staff on traffic engineering and Traffic Police on signal system

Anticipated The project will be divided into four stages and the main task at each stage is: Tasks: • Detailed design of ATC system and associated works • Preparation of tender documents and cost estimates • Contractor selection • Procurement and installation of ATC system equipment, and its supervision

Anticipated The project will be completed in three years after detailed design begins Timeframe: Linked • Geometric improvement project at intersection where new signal is to be installed Projects: • Corridor improvement project if ATC system covers whole or part of it • Capacity building of CMC, RDA, and Traffic Police Benefits: • Reduction in travel time • Reduction in air pollution • Reduction in traffic accidents Impacts: Social Impact? None Environmental Impact? None Construction Minor disturbance to traffic during construction Impacts: Implementation • Failure to establish proposed Traffic Control Center Risks: • System design and system integration • Availability of telecommunication line • Establishment of coordination between CMC and Traffic Police in operation and maintenance of the system • Operation and maintenance organization creation Implementation A Project Management Unit will be setup in Western Provincial Council to implement the project. Agency: PMU staff will be manned by CMC, Traffic Police and possibly RDA in addition to WPC staff. Western Provincial Council （Executing Agency)

Project Management Unit (within WPC)

Project Director

Deputy Project Director Deputy Project Director Deputy Project Director Survey, design & Operations & Administration & construction Maintenance Accounts

Section Head Section Head Section Head Section Head Survey & Design System Operations Maintenance Administration

Anticipated Costs: Geometric improvement works: 3.742 million US$ ATC System: 13.545 million US$ Technical assistance: 2.934 million US$ Total project cost: 20.221 million US$

A20-77 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-2

Implementation The project can start immediately pending on the availability of fund. Schedule: No. Items Year 1 Year 2 Year 3

1 Site survey 2 Detailed design 3 Contractor selection 4 Construction

A20-78 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-03 Project Name: Traffic Signal Rehabilitation Project The project consists of two parts: rehabilitating hardware and updating signal phases/timing. Description: The first part will investigate the condition of the existing signal hardware and replace the deteriorated parts. The second part will review and update signal phase and timing.

All the existing signals in Colombo and adjacent areas will be subjected to the review.

The project is considered as a band-aid measure until the ATC system is introduced. If the ATC system is expected in a near future, signal rehabilitation is not necessary as all signals will be replaced. Anticipated Major works to be done include are: Tasks: • Signal equipment inventory survey • Preparation of list of parts to be procured • Renewal of deteriorated parts • Intersection turning movement count survey • Review of phase design and timing calculation • Installation of new phase design and timing parameter sets Anticipated Target signals will be divided into several groups and all signals will be investigated and Timeframe: updated in 1.5 years. Linked Projects: • Geometric improvement project at intersection where new signal is to be installed • ATC system project • Capacity building of CMC and RDA Benefits: The same benefits as ATC system project will be produced but their magnitude of benefits is much smaller due to the functional limitation of the existing signal system.

• Reduction in travel time • Reduction in air pollution • Reduction in traffic accidents Impacts: Social Impact? Positive Environmental Impact? Positive Construction No impact Impacts: Implementation • Limited functionality of the existing local controller Risks: • Capability of CMC, RDA and their maintenance contractors as to the phase/timing modification procedure • Availability of spare parts • Low reliability of signal controller Implementation CMC and RDA Agency: Anticipated Costs: Unit Cost Cost Quantity Unit (USD) (USD) Hardware repair Inventory survey 87 int $97 $8,439 Procurement of parts 1 set $217,500 $217,500 Installation and adjustment 87 set $97 $8,439 Signal timing Traffic count survey 87 Int $973 $84,651 Timing calculation 87 int $486 $42,282 Timing installation 87 int $194 $16,878 Subtotal $378,189 Contingency (5%) $18,909 Overhead (30%) $113,456 Total $510,554

A20-79 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-03

Technical assistance $288,600 Traffic engineer (international) 6 month Traffic engineer (local) 24 month

Total package cost $799,154

Implementation Signals are divided into groups each consisting of about 20 signals. It will take five for each Schedule: group to complete and whole project will be completed in one year.

No. Items Year 1 Year 2

1 Signal hardware survey 2 Replacement part list 3 Replacement/repair 4 Intersection volume count 5 Phase/timing design 6 Timing installation

A20-80 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-06 Project Name: Corridor Traffic Management Improvement Project The project consists of various traffic management improvement measures along major corridors. Description: The corridors and sections to be covered by the project are:

• A1 (Kandy Road) Kelaniya River-Kadawatha 9 km • A2 (Galle Road) Dehiwala-Panadura 19 km • A3 (Negombo Road) Kelaniya River-Negombo 30 km • A1 Special (Sri Jayewardenepura Mawatha) Rajagiriya-Malabe (OCH) 10 km

Major components of the project are: • Intersection geometric improvements • Sidewalk construction/improvements • Signalization • Pedestrian overpasses/underpasses • Pelican crossings • Median/chatter bar/delineator • Bas bay and bus halt improvements • Street lighting • Drainage construction/improvements • Parking controls Anticipated The project will be divided into five stages and the main task at each stage is: Tasks: • Identification of issues and problems • Detailed design of improvement measures • Preparation of tender documents and cost estimates • Contractor selection • Implementation of works and its supervision Anticipated The project will be completed in 1.5 years. Timeframe: Linked • Intersection geometric improvement project Projects: • ATC system project • Traffic safety improvement project • Capacity building of CMC and RDA Benefits: • Mitigation of traffic congestion • Reduction in traffic accident Impacts: Social Impact? None Environmental Impact? None Construction • Minor disturbance to traffic during construction Impacts: Implementation Corridor improvement is carried out without acquiring additional right of way. If widening of the Risks: target road is to be undertaken in the near future, improvement works would not be necessary. or only part of them would be implemented. The programming of projects is therefore crucial. If signal is involved in the improvement works and if it is an ATC signal, coordination with ATC system project is necessary. Implementation RDA/CMC Agency:

A20-81 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-06 Anticipated Total Project Cost : US $ 2.08 million Costs: Estimated Cost of Corridor Improvement - A2 (3.63km Dehiwala – Ratmalana) Description Direct Construction Cost (Rs) Sidewalk improvements 14,446,000 Roadside curb 923,450 Center island improvements 11,968,314 Pedestrian crossings 234,000 Reflective studs on the roadway 912,000 Pelican crossing 1,400,000 Roadside fencing 11,972,000 Street lighting 3,625,000 Asphalt overlay 19,860,120 Road markings 5,437,500 Installation of traffic signage 1,268,750 Engineering Cost 5,763,770 Total Cost 77,810,904

Estimated Cost of Corridor Improvement – A0 (5.26 Borella – Battaramulla) Direct Construction Cost Description (Rs) Sidewalk improvements 32,700,000 Roadside curb 8,568,693 Pedestrian crossings 312,000 Reflective studs on the roadway 1,392,000 Pelican crossing 1,400,000 Roadside fencing 15,411,900 Street lighting 8,950,000 Signalizing Kotte Intersection 2,500,000 Asphalt overlay 32,714,400 Road markings 7,882,500 Installation of traffic signage 1,750,000 Engineering Cost 9,086,519 Total Cost 122,668,012

Contingency (8% for total) 16,038,000 Rs. Total amount 216,516,000 Rs. (2,108,000 USD)

Implementation The project will be divided into several packages for detailed design and implementation. The Schedule: whole project will be completed in 1.5 years.

No. Items Year 1 Year 2

1 Corridor survey 2 Detailed design 3 Contractor selection 4 Construction

A20-82 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-11 Project Name: Study on Staggered School/Office Start Times and Traffic Management Options Project Congestion during the morning peak can be attributed to (i) increasing private car use for school Description: and office transport; (ii) inefficient circulation of school and office vans; and (iii) lack of traffic management around the schools. Discouraging private car use is difficult unless public transport is improved; however, peak demand and school van operation can be reduced and traffic management can be improved.

School start time was changed in 2006 and there has been a shift in peak demand in particular places. The JICA Study Team and TMWG believe that staggering the times will assist in reducing traffic congestion and therefore propose this as a TDM measure. It is proposed that this project prepare comprehensive time staggering strategies.

Additionally, there are minor traffic management approaches which have been implemented by schools in coordination with schools and local traffic police. Such activities can be studied and expanded among the schools and police.

The implementation of the staggering time in Colombo needs strong leadership and initiation of presidential office, therefore, this project should be coordinated with PCUT scheme on initialization stage.

Anticipated • Conduct before and after study of peak-hour (morning, afternoon, and evening peaks) Tasks: traffic in the study areas as a result of the varying of school and office start and closing times (implemented on 1 July 2006) Estimate the effect of other time staggering measures; Include staggering local school start/end times, expanding opportunities for flexible office hours, revising bank hours (e.g. shift their starting hour from 9am to 10am), and revising retail opening hours (e.g. start at 10am to 11am) • Propose traffic management projects for highly concentrated areas of private schools and international schools, and offices; Prepare proposal to develop common pick-up area with pedestrian access; Prepare proposal to regulate one-way system; and Prepare proposal to utilize senior students capacity for security management. • Propose optimized staggering time measures in Colombo to PCUT and implement under the supervision of PCUT and MoRT Coordinate with PCUT Implementation Monitor the implementation and evaluate the results

Anticipated 1 year Timeframe: Linked Projects: INST-1-Establish and operationalize the Presidential Committee on Urban Transport (PCUT) and Subsidiary Coordinating Mechanisms. PT-1 School Transport Service Improvement Benefits: • Decrease of on-road traffic • Reduction of traffic induced congestion. • Less VOC Impacts: Social Impact? Medium Environmental Low Impact? Construction None Impacts: Implementation • Potential dissatisfaction among parents who transport children to school and then Risks: proceed to their respective offices. • High pressure from school van operators to equalize the small local variations in school start and closing times with proven positive impact on local traffic congestion to enable students of a number of schools to travel together in a van.

A20-83 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-11 Implementation Main: Ministry of Railway and Transport Agency: Traffic Police, Ministry of Education

MOE MOPA MOF Other entities to be consulted

NTC CMC MORT JICA

WP CCC Consultants

Anticipated Costs: Unit Cost Cost Quantity Unit (USD) (USD) Technical assistance Staggering time analysis (local) 3 mm $3,000 $9,000 Facilitator/coordinator (local) 6 mm $3,000 $18,000 Budget for design/enforcement $6,000 (CMC and Traffic Police) 1 set $6,000 Budget for survey for staggering $30,000 time effect analysis 1 set $30,000 Subtotal $63,000 Overhead (30%) $18,900 Total $81,900 Total package cost $81,900 Implementation No Item Year1 Schedule: 1 Conduct before/after survey of peak hour traffic in study area (covering the morning, afternoon &eening peaks) consequent to the varying of school & office start & end time on 1st of July (MoRT, contractor)

2 Estimate the effect of other time staggering measures; including local school staggering, office flex working time expansion, banking hour revision, shop opening hour revision (MoRT, and Chamber of Commerce). 3 Propose optimized staggering time measures in Colombo to PCUT (MoRT) 4 Coordination with PCUT committee (MoRT) 5 Monitor the implementation & evaluate (MoRT) 6 Propose traffic management projects for areas of concentrated schools and offices (CMC)

7 Preparation of common pick-up area development & pedestrian path development (CMC) 8 Proposal of one-way regulation (Police) 9 Proposal of utilization of senior students capacity for security (MOE, Schools & PTA)

A20-84 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-13 Project Name: Road User Education Program Project Undisciplined behaviour of drivers and pedestrians is widely recognized as serious traffic Description: management issue and major cause of traffic accidents. The project intends to provide knowledge and understanding of traffic rules and manners to road users, and increase road user safety awareness. Several programs will be developed each focusing on different theme and for different road user groups such as pedestrian, cyclist, motorcycle rider, van driver, and bus driver. A series of campaign will be launched on the selected theme and educational program will be carried out, which include road side campaign, community program, media advertisement, and TV program. Enforcement will also be strengthened for the theme of the campaign. The project will also support reopening of Road Safety Education Park owned by CMC. Anticipated The project will undertake the following tasks: Tasks: • Traffic safety awareness survey • Identification of discipline and safety issues • Identification of themes to be taken up by the project • Selection of theme and target group for each campaign • Development and preparation of education and campaign programs • Implementation of program • Implementation of media campaign • Monitoring and review

In parallel to the tasks above, strengthening of activities at the Road Safety Education Park will be undertaken, which consists of:

• Review of curriculum/program contents and method of teaching • Development of teaching materials • Coordination with public/private schools • Provision of facility, if necessary

Anticipated The whole project will be carried out in one year. The first two months will be devoted to the Timeframe: preparation works followed by three campaign programs each taking three months. Linked Projects: Benefits: • Improvement of road users’ manner • Reduction in the number and severity of traffic accident • Enhancement of safety awareness Impacts: Social Impact? Positive Environmental Impact? None Construction None Impacts: Implementation • Inactivity of National Council for Traffic Safety Risks: • Coordination among agencies involved Implementation Agency: National Council National Road Consultant for Road Safety Safety Secretariat

Other Member CMC Organizations

Road Safety Project Component Project Component Education Park

A20-85 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-13

Anticipated Costs: Unit Cost Cost Quantity Unit (USD) (USD) Education program development 1 set $10,000 $10,000 Education materials 1 set $50,000 $50,000 TV program production 4 set $15,000 $60,000 TV program broadcasting 1 set $80,000 $80,000 Campaign 1 set $5,000 $5,000 Handout 1 set $5,000 $5,000 Subtotal $210,000 Contingency (5%) $10,500 Overhead (30%) $63,000 Total $283,500

Technical assistance $185,900 Traffic safety specialist (international) 2 mm Traffic safety specialist (local) 8 mm Traffic discipline specialist (local) 6 mm Education specialist (local) 4 mm Art director (local) 6 mm Campaign specialist (local) 4 mm Public relation specialist (local) 3 mm

Total package cost $469,400 Implementation The project starts with the design of the overall project, followed by the preparation of the Schedule: campaign and its implementation. The initial project design will take two months while each campaign will take three months. The total project period will be one year.

No. Items Year 1

1 Identification of issues 2 Campaign program development 3 Campaign and monitoring 4 Campaign review 5 Road Safety Education Park

A20-86 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-14 Project Name: Traffic Safety Improvement Project Project Traffic accidents are a serious issue in Sri Lanka, as more than 2,000 people are killed annually. Description: The project will investigate the accident records, identify accident prone locations, identify causes of accident, conduct a safety audit of accident prone locations/sections, develop an improvement program, and implement improvement measures.

The same corridors as proposed for the corridor traffic management improvement are targeted to obtain the synergy effect of two types of project.

Traffic Police maintains accident report database using microprocessor accident analysis package (MAAP). The project will make full use of the database together with other information to identify accident prone locations and develop improvement measures. Anticipated The project will undertake the tasks below. Traffic safety campaign will be held as part of the Tasks: project.

• Identification of accident prone sections and locations • Analysis of accident records and identification of type and cause of accident • Safety audit of targets section and locations • Development of countermeasures • Implementation of improvement measures • Traffic safety campaign • Monitoring and review Anticipated The whole project will take 1.5 years to complete and will be implemented on a corridor basis. Timeframe: Linked Projects: • Corridor Traffic Management Improvement Project • Traffic Safety Awareness Program Benefits: • Reduction in number and severity of traffic accidents at accident prone sections and locations Impacts: Social Impact? None Environmental None Impact? Construction None Impacts: Implementation • Inactivity of National Council for Traffic Safety Risks: • Coordination among agencies involved Implementation National Council for Road Safety will be responsible for the project and undertake planning, Agency: design, coordination and monitoring of the project with technical assistance by consultant. The Traffic Police, CMC, and RDA will carry out their respective work.

National Road National Council Consultant Safety for Road Safety Secretariat

Traffic Police CMC/RDA

Accident Database Road Safety Audit and Analysis Improvement Measures

A20-87 Study on Urban Transport Development Appendix 20 of the Colombo Metropolitan Region Project Sheets for Short List Projects

Project Code: TM-14 Anticipated Costs: Unit Cost Cost Quantity Unit (USD) (USD) Facilities Personal computer 2 set $3,000 $6,000 Accident database package 1 set $2,000 $2,000 Web site development 1 set $6,000 $6,000 Safety audit 1 set $30,000 $30,000 Improvement measures 1 set $150,000 $150,000 Subtotal $194,000 Contingency (5%) $9,700 Overhead (30%) $58,200 Total $261,900

Technical assistance $288,600 Traffic safety specialist (Int'l) 6 mm Traffic engineer (local) 12 mm Traffic safety specialist (local) 12 mm

Total package cost $550,500 Implementation The project will start with the design of the overall project, followed by a survey, analysis, Schedule: countermeasure development, implementation, and review of selected corridors. The works will be carried out for selected corridors and areas that overlap between corridors.

No. Items Year 1 Year 2

1 Accident data analysis 2 Safety audit 3 Improvement design 4 Contractor selection 5 Construction

A20-88