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FEASIBILITY OF A ONE-WAY TRAFFIC SYSTEM FOR COLOMBO CITY IMP ART _ •PWrHSIU Q| MORATUWA.SmUuW| MORATUWA * U. L. Tissa

This thesis was submitted to the Department of Civil Engineering University of Moratuwa in partial fulfilment of the requirements for the Degree of Master of Engineering. o^v Supervised by \ Professor Amal S. Kumarage

Department of Civil Engineering University of Moratuwa Sri Lanka UN I'ne5l5

March 2004

80146

I Diversity of Moratuwa

S0146 DECLARATION

The work included in this thesis is part or whole, has not been submitted for any other academic qualification at any institution.

U.L.Tissa

Prof. Amal S. Kumarage ABSTRACT

Traffic management in main cities has become an absolute need due to the increase in the number of vehicles in the limited road space, at present. There are numerous limitations that restrict the widening of roads to cater to the demand of the ever-increasing vehicular load in an already congested city such as Colombo. The question is how are we going to differentiate between the benefit and the cost of development. It is very important to look for cost effective methods by minimizing the adverse effects on the economy in a developing country like Sri Lanka.

The objective of this research was to check the suitability of a One-way traffic system in a selected area of the Colombo City. The most congested areas, which could be expanded later, depending on the results obtained, have been selected first. The study area was confined to Northern and Southern banks of Beira Lake in Colombo Fort area. Computer software developed by Transportation Engineering Division, Department of Civil Engineering of University of Moratuwa called Transplan' was used for the analysis of data. This is still in the developing stage, but has been observed to have been used accurately by comparing actual data at the site. However, Transplan' has greatly reduced the amount of time required for calculation. There are other researches that are being carried out to study the suitability of Bus Lanes and Light Rail Transit (LRT), both of which require additional road space in the existing road network. This requirement could be met with a One-way traffic system, which increases the capacity in those road links. Traffic management measures such as integrated signalling systems, tidal flow operation etc, also have to be implemented in parallel with a one-way traffic system to have optimum benefits. Any of the above researches accrues benefits to the transport sector development resulting in large economic gains to the country, indeed. However, it is high time we explored the feasibility of implementing accurate traffic management systems that can relieve the congestion level in busy business cities. One-way traffic systems are operating in most developed countries quite effectively at present. Very soon, we will have to select a One-way traffic system as a traffic management option in the Colombo City, as it is the most convenient alternative in the prevailing situation.

ii ACKNOWLEDGMENT

I wish to thank most sincerely Prof. Amal Kumarage, the Supervisor and Dr. Saman Bandara, Senior Lecturer, for their valuable support and guidance extended so generously to me, throughout the study. Despite their busy schedules, both Prof. Amal Kumarage and Dr. Saman Bandara found time, particularly when I was desperately in need of assistance, to sort out quite a number of difficult issues in my study and produce the Study Report in its final form.

I also take this opportunity to express my gratitude to my employer, Eng. M.G.C.P Wijethilake Director (Technical Services), Resources Development Consultants Limited for providing me the facilities to follow this course amidst tight work schedules. The experience gained, parallel to the course in the same field under the guidance of Eng. R.G.Rajapakse is greatly appreciated. Also 1 express my gratitude to Eng. Burney Wijesuriya and Mr. G.H.A Perera for assisting me in making corrections in the text of the thesis.

I am thankful to the Traffic Laboratory Staff, Department of Civil Engineering who helped me in many ways to carry out a successful research. My special thanks are due to Ms Predeepa Jayaratne in this regard.

Finally, I thank my beloved wife Sala for all her moral support and tolerance that shone as a beacon throughout the long period of two years of my graduate study and preparation of this Report.

in CONTENTS

Abstract Acknowledgment Contents List of Figures List of Tables List of Abbreviations

Chapter 1 - INTRODUCTION

Chapter 2 - PRESENT SITUATION OF THE ROAD SYSTEM 2.1 Existing road network in the city 2.2 Selection of area 2.3 Methodology of Network Identification

Chapter 3 - THEORY RELATED TO ONE-WAY TRAFFIC 3.1 One-way and Tidal Flow Operations 3.2 Properties of a One-way traffic system 3.3 Effect at intersections

Chapter 4 - METHODOLOGY 4.1 One-way Loops in Selected Area 4.2. Data Collection 4.2.1 Traffic Data Collection 4.2.2 Road Sectional Properties 4.2.3 Socio Economic Data Collection 4.2.4 Other Data 4.3 Procedure for Analysis

Chapter 5 - DATA ANALYSIS 5.1 One-way Road Network 5.2 Calculations Using Transplan 5.3 Comparison of a Two way and a One-way system 5.4 Vehicle Kilometres and Hours Savings (One-way against 30 Two-way) 5.4.1 Individual Combinations 30

1 5.4.2 Cumulative Combinations 35 5.5 Change of increased daily Vehicle Volumes 38 5.6 Optimum Loop Combinations 42 5.7 Improvements to LOS in Selected area for One-way 46 5.8 Further LOS improvements by adopting civil cost 49 5.9 Improvements to Intersections and Junctions of one-way 54 system Chapter 6 - ECONOMIC COST AND BENEFITS OF THE PROJECT 59 6.1 Cost Component of the Project 59 6.2 Benefit Calculations 61 6.2.1 Savings in Travel Time 61 6.2.1.1 Passenger Travel Time Savings 62 6.2.1.2 Travel Time Savings to Freight Consignees 64 6.2.2 Savings in Fuel 68 6.2.3 Savings in Emissions 70 6.2.4 Vehicle Operating Cost Savings 72 > 6.2.5 Accident Cost Savings 73 Chapter 7 - ECONOMIC APPRAISAL OF THE PROJECT 78 7.1 Net Present Value of benefits 78 7.2 Net Benefits 79 7.3 Benefit Cost Ratio 80 7.4 Economic Internal Rate of Return 80 ChapteREFERENCEr 7 - CONCLUSIOS N 82 APPENDIXES Appendix I - One-way Roads and their Direction of flow Appendix II - Priority Basis Loop Combinations Appendix III- Improvements to LOS by improved Road Sectional Elements

v LIST OF FIGURES

Page

Fig. 2.1 Non availability of Pedestrian facilities in most of our roads 05 Fig.2.2 Obstructions to Pedestrian flow in Fort Area 07 Fig.2.3 Area Selected for One-way Loops 09 Fig. 3.1 Tidal Flow Operation 11 Fig. 3.2 Under utilized Lanes in opposite direction to peak flow 12 Fig. 3.3 Conflicts at Intersections having a different combinations of Movements 16 Fig. 3.4 Present Congestion Level at Signalized Intersections 17 Fig. 4.1 Road Link Properties in Data Base 21 Fig. 4.2 Node Properties at Junctions in Data Base 22 Fig. 4.3 Socio Economic Data Base 23 Fig. 4.4 Network Statistic Output Data 25 Fig. 5.1 Selected One-way Road Network in CMC 28 Fig. 5.2 Excess Travel Length due to One-way 34 Fig. 5.3 Improved LOS in Road links due to Introduction of One-way 47 Fig. 5.4 Improved LOS in Link Kilometres due to Introduction of One-way 48 Fig. 5.5 Highly Congested Land Use besides a main road at Maradana 50 Fig. 5.6 Improved number of Road links in LOS, further improvement to road cross sectional properties 52 Fig. 5.7 Improved number of links Kilometers in LOS, further improvement to road cross sectional properties 53

vi LIST OF TABLES Page Table 3.1 Advantages and Disadvantages of One-way Streets 14 Table 5.1 Matrix of Vehicle Kilometre Savings (One-way against Two-way) 31 Table 5.2 Matrix of Vehicle Hour Savings (One-way against Two-way) 32 Table 5.3 Matrix of Vehicle Kilometre Savings of Cumulative Combinations 36 Table 5.4 Matrix of Vehicle Hour Savings of Cumulative Combinations 36 Table 5.5 Matrix for Change of Traffic Volumes 40 Table 5.6 Summery of Savings for Different Combinations 43 Table 5.7 Accuracy Check with Actual Traffic survey Data 46 Table 6.1 General Summary of Civil Cost per Kilometre of the Project 60 Table 6.2 VOT Savings for Passenger 62 Table 6.3 Distribution of Commodities in Road Transport 66 Table 6.4 Value of Freight Transport Savings 67 Table 6.5 Calculation of Savings in Fuel Consumption 69 Table 6.6 Calculation of Emission Cost Savings 71 Table 6.7 Calculation of Savings in Vehicle Operating Costs 73 Table 6.8 Accident Cost Savings 75 Table 7.1 Calculation of Net Present Value of Benefits 79

Vll LIST OF ABBREVIATIONS

AADT Average Annual Daily Traffic B/C Benefit Cost Ratio BOQ Bill of Quantities CMC Colombo Municipal Council CNSA Cumulative Number of Standard Axles CRWB Colombo Ratnapura Wellawaya Batticaloa DBST Double Bitumen Surface Treatment EIRR Economic Internal Rate of Return LOS Level of Service LRT Light Rail Transit Mw Mawatha NPV Net Present Value USA United States of America v/c Volume to Capacity Ratio VOC Vehicle Operating Cost VOT Value of Time CHAPTER I

1.0 Introduction

At most times of the day, the road network in Colombo City is observed to be highly congested. Road congestion results in large economic losses to the nation. As the transport of passengers and goods is essential in day-to-day life in a country, this undesirable situation in road transportation affects the country's economic life very seriously. The problem is worse as Colombo is the main city in . the country where most commercial and administrative activities take place. }

The congestion in the road network has adversely affected the business community and most of the commercial establishments have shifted from the main business center to suburbs, at present. When the roads in a city are congested during most of the time, of the day, the access to commercial centers becomes extremely difficult. The situation is aggravated further, due to the ever increasing private vehicle stock on already congested roads that operate beyond capacity and also due to improper land use.

Before the 1980's, the Fort area was the main business center in the Colombo city. But most of the business establishments have now been shifted to the suburbs, putting their customers into the difficulty of having to travel longer distances, to get access to them

This situation may have caused the business establishments to lose business compared to the situation when they had operated in the heart of the city. However as these business establishments now operate away from the City, where there is less congestion, the Benefit/Cost Ratio may have been increased even though the customers have to travel longer distances in gaining access to their business establishments.

To ease this situation, widening the roads to reach the required demand capacity in the area is not a feasible solution due to the existing high-rise buildings. Therefore, rather than trying to increase capacity by increased road sectional properties, we have to consider other alternatives such as improvements to traffic management, reformation of land use, demand management measures such as introduction of staggered working hours (the starting time of offices can be changed in a suitable pattern), introduction of on line information to the road user about the traffic condition of road network etc.

The above options may have more or less equal gravity in minimizing the present traffic congestion, but proper investigations have to be carried out with expertise in each area concerned. Research undertaken under this project, "introduction of a one way traffic system to Colombo Municipal area" has been explored as a traffic management measure, as it is considered to be more economic and feasible, compared with other options

There are very few road links that are being used as one-way streets in Colombo (as well as, in general, in the whole country) today. Even the few one-way streets that operate at present have not been introduced after carrying out proper research or investigations. These have simply been introduced by trial and error, but are still operating satisfactorily. Research studies should be carried out to increase the extent of one-way streets further, as such trial and error methods cannot be adopted in large street networks without upsetting the public, in their day-to-day activities. Studies have been conducted about the feasibility of introducing dedicated Bus Lanes in Galle road, by the Transportation Engineering Division of University of Moratuwa during last two years. The results of these could be combined and studied together with increased lane capacity acquired in a One-way street system. Preliminary studies have revealed that dedicated Bus Lanes are not feasible unless the roads have been equipped with more than a three lane facility. Widening of existing roads to three lanes is practically impossible in highly developed city regions and the results of the study undertaken under this research would provide a good foundation for further studies required for the expansion of a dedicated Bus Lane concept.

Due to most city streets being laid out in a grid pattern, the "One way Traffic System" can easily be introduced to the street system of the CMC area. The Computer software called "Transplan" was used for data analysis in this research. Transplan has been developed by the Transportation Engineering Division of The University of Moratuwa, using socio-economic and road sectional data related to transportation and highway engineering. The accuracy of the results in the program however, depends on the strength of the database available to use with the software. The database is still being updated and improved in the Department of Civil Engineering of the University of Moratuwa. However, the accuracy of software was checked with surveyed volumes on site, at fifteen-minute interval samples on selected locations. Also, new road sectional data of some new links, which were not included in the database, too were added due to the importance of the City street system. CHAPTER II

2.0 Present Situation of Road System

2.1 EXISTING ROAD NETWORK IN THE CITY

Existing road network in the Colombo city can be divided into two categories. 1. Radial Links: The road links that start in the City Centre and connect the District Centers in the country. These are also called Arterial Routes (the sections of these inside the city areas can be clarified as urban arterials). 2. Orbital Road Links: These links connect the above arterial routes (or intersect them at certain locations) distributing traffic among them.

Even though the Arterials are well designed, the orbital links have not been properly laid out. Invariably, these links were built as local connections from time to time when there was a need for such. The road network was not viewed globally when these links were built. Mainly, it is the Arterial roads, which function as a means of access to the city, while the Orbital links serve the purpose of distribution and collection of traffic.

Bus routes have been identified basically along the radial road links and the contribution of orbital links, for this purpose is minimal. However, an exception, to this is Baseline Road as its characteristics such as increased capacity, improved geometry etc, are different from the other orbital links. Also Baseline road has now been improved to six-lane two-way standards from Kelanitissa Power House Junction to Kirillapone Junction on High-level road. Main Radial Corridors are Kandy Road (Al), Galle Road (A2), Negombo Road (A3), High-level Road (A4), Kaduwela Road and old Avissawella Road called Low level Road. Some of these roads do not continue up to Fort, but are connected to main radial road links making up the main radial road network. These road links are identified by different names within the City Limits, and are connected to commercial centers such as Fort and Pettah, Maradana, Kollupitiya, Bambalapitiya, Town Hall etc.. Galle Road, Bauddhaloka Mawatha, Ananda Kumaraswamy Mawatha, Horton Place, Ward Place, Union Place, Maradana Road, Central Road, Jethawana Road, etc can be considered as serving the function of Main Access Roads and almost all of them are bus routes. Sections of the above roads have the facility of four or two lane dual carriageways. However, none of the roads have the capacity for dedicated Bus Lane due to high volumes of Peak Hour traffic flow which takes up the entire road capacity.

The Orbital road links are not capable of catering through traffic due to their bad alignments and substandard dimensions of cross-sectional elements. Due to the above reason, most of them do not attract interest of drivers and are not utilized properly. Resulting traffic congestion in these roads, affects the capacity of intersections of main roads at certain places. Walkways for pedestrians or shoulders are not seen in most of these roads. Figure 2.1 - Non availability of Pedestrians are forced to use Pedestrian facilities on most of our the carriageway roads

5 causing obstruction to vehicular traffic and also creating a hazardous situation for road users (Figure 2.1). Another abuse of road space is that the utility poles owned by Telecom and Electricity Boards have been haphazardly placed on the available shoulders.

2.2 SELECTION OF AREA

In this research, attention is paid to the most congested situations of the street system, initially so that the project would yield the desired economic outcome. It was found by observation that the most congested sections are Kelanitissa Thermal Power House to Fort on Al Highway, Thimbirigasyaya on A4 Highway, Union Place, Ward Place, Maradana Road, Cotta Road, Galle Road(A2 Highway) from Dehiwala to Galle Face, etc., Even though the above areas have equal significance in the city street system, the study was limited to smaller sections initially, to avoid the difficulties in analysis. Potentially congested areas were however covered in its entirety as much as possible in the latter stages

Still, the area close to Colombo Fort is extremely busy, due to major commercial activities of various types taking place. Here the land value too, is very high and space, for transport related activities is very much limited. One of the main issues, as an obvious result of this situation in the city center is non-availability of parking space. Because of this reason, more and more circulative trips have to be made by a city centre bound person who comes in a private vehicle. Either the driver has to keep driving round and round until his master finishes his job or he will drive excessive rounds until he finds a place for parking. The result is that more travelling is taking place in an area where it should not happen and it aggravates the situation of already congested streets (Figure 2.2). If a system could be introduced to avoid this situation it could, obviously accrue economic benefits, as it is the major commercial centre in the country.

Figure 2.2 - Obstructions to Pedestrian flow at Fort area

2.3 METHODOLOGY OF NETWORK IDENTIFICATION The computer software is developed with the help of the Topographical Sheet of scale 1: 50000 prepared by The Survey Department of Sri Lanka. The Node Numbers are assigned to the road intersections taking each such intersection as a Node in the Study. The same survey map is used for convenience and easy reference with the software as well. The Node Numbering in the data base, are based on the location of area in the above map such that:

1. The first two digits refer to the topographical map number given by the Survey Department.

2. The third and fourth digits refer to the cell no in which the selected area is enclosed. This cell number is counted starting from the top left corner of the topographical sheet, which is divided into a grid of cells. 3. The last two digits are specified for link nodes within the related cell number mentioned above. Ninety-nine numbers of nodes can be numbered in a cell, using this method.

The topographical sheet number for Colombo City is given as 66 and Grid the number for the selected area is 12, which covers most of the main transport corridors leading to the city centre. Node Numbers for Road links in this selected area can accordingly be assigned ranging from 661201 to 661299.

The Area Map for analysis is shown in Figure 2.3. As shown in the Map, the important road links in areas such as Fort, Kollupitiya, Union Place, Town Hall, Maradana, are considered for introduction of One-way loops. In selecting the loops, grid nature of combining road links and the possibility of minimizing the additional travel by observation in the layout are given due consideration. For example if the flow in one loop is oriented in one direction in the loop, the adjoining loop would flow in the other direction. However, this would be confirmed only when the analysis is completed. Even though the area covered in Fort, includes road links such as Janadipathi Mawatha, Marine Drive and some other streets are, not included as they are closed at present due to security reasons.

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• 1 Figure 2.3 - Area selected for One-way Loops CHAPTER III

3.0 THEORY RELATED TO ONE-WAY TRAFFIC.

3.1 ONE-WAY AND TIDAL FLOW OPERATIONS

One of popular methods of increasing the capacity of an existing road is to transform it into a One-way street. It has been proved that a One-way street would carry at least 50 per cent more traffic than the same road operating as a Two-way street. By taking two parallel streets and making them into One-way streets (in opposite directions) the capacity of the two roads is greatly increased. Provided there are sufficient cross streets, in a grid and two One-way streets selected are not farther apart, the journey time may often be improved. Traffic flow too would be improved, and at the same time, accidents will be reduced as an additional benefit (Edward, 1976).

In order to appreciate the reason for this reduction of accidents, what takes place at the intersections may have to be observed. Wherever one traffic-stream crosses another, the crossing point is known as a point of conflict and it is termed as a possible accident location. Thus by reducing the crossing of two Two-way roads to a crossing of one Two-way and one One-way road, the number of points of conflict can be brought down from 20 to only 5. If we can extend the One-way system still further, and the cross streets are also made One­ way, the number of points of conflict is ultimately reduced to only one. Not only are the accidents reduced thus, but, the delays are reduced too by cutting out the crossing movement. The obvious result of this is the improvement in the traffic flow and the much wanted road capacity.

K) A similar technique to the introduction of One-way street systems takes account of the characteristics of commuter traffic. In any large city there will be a predominantly inward flow in the mornings and an outward flow in the evenings. A three-lane bridge can utilize this characteristic by allotting two lanes to the inward stream in the morning and two lanes to the outward stream in the evening. This traffic management measure, which is popular on wide urban streets, is Tidal Flow Operation. The same process can be carried out on longer stretches of wider roads, but then there is the problem of the changeover time. The lanes in which traffic is to change direction with the tide must be allowed to empty before the flow is reversed. An extension of the technique is employed on smaller bridges by making the flow fully tidal, i.e. all lanes one-way, changing direction at different hours; but this is only practicable where there are other bridges in the vicinity (Wells, 1970).

c ca c '2, 03 >

Morning Peak At Normal Operation Evening Peak Towards the City Outwards from the City

Figure 3.1 Tidal Flow Operations

The tidal flow operation is very easy at roads where odd numbers of lanes are laid out. Reversible flow lanes increase the capacity for traffic in the direction of heavier flow. They may provide an effective

alternative to more costly ways of increasing capacity, such as road widening or the provision of new routes. However, they do result in

reduced capacity in the direction of lighter flow, and there may be traffic

operational problems at their terminals or at major intersections along

them. In order to avoid possible confusion to road users, carefully

considered control procedures are required, particularly at times when

the direction of flow is being reversed. However the tidal flow operation can be combined with one-way systems where it is compatible with the

proposed scheme.

Figure 3.2 Underutilized Lanes in opposite direction to Peak Flow

3.2 PROPERTIES OF A ONE-WAY TRAFFIC SYSTEM.

One-way roads have been introduced as a traffic management measure to cope with the higher capacity on a road demanded by the peak hour traffic. Land use is usually serviced by traffic approach from all directions and thus, complementary streets are required with suitable frequencies when designing One-way schemes. Grid iron

12 layouts are ideal, as they allow paired streets with similar capacities. Terminal points of One-way streets are critical areas needing careful design of the resulting conflict points imposed by the demands of additional turning traffic. At sites with high traffic flows, One-way working of the cross streets is advantageous. Elongated systems with a separation of less than 500m between street pairs, reduces the likely journey kilometres run on the network. Reversible one-way system can partially overcome capacity limitations of a network but need complex, properly designed signs to display appropriate messages and automatic switching control devices. Special arrangements can be made for buses to minimize walking distances to passengers by constructing counter- flow bus lanes where there are suitable street widths.

In the cost comparison where One-way is concerned, major cost component of One-way is for the provision of traffic signs, which is negligible when compared to new road construction. Some of the savings can be allocated for improvement of junctions and the provision of more complex signalization. Due to increased capacity, One-way streets often allow a continuation of metered parking (still not practised in Sri Lanka due to the initial cost and cost of maintenance), which may be essential to have efficient commercial activities of an area. Finally, providing signs, besides careful road markings and channelization of junctions to prevent unauthorized movements are always essential. However, greater visual intrusions generally result from one-way schemes, and higher traffic speeds tend to exacerbate community severance by creating greater difficulties in crossing the street, isolating one side from the other.

Advantages and Disadvantages of one-way streets are listed in Table 3.1. Table 3.1 Advantages and disadvantages of One-way streets.

Advantages Disadvantages

(i) Potential increase in capacity Longer journey distances and between junctions and increased traffic volume on possible improvements in parts of the network leading to traffic distribution. more turning traffic at end points.

(ii) Fewer pedestrian and vehicle Difficulty routing traffic through conflicts, generally reducing an area, particularly for accident rates and strangers. Loss of amenity for eliminating severe head on residents in areas of one-way collisions. streets and possible environmental deterioration.

(iii) Improved kerb side (on street) Diversions of public transport parking conditions and less loading points and effects on interference from bus stops bus scheduling and route and loading and unloading coverage. vehicles.

(iv) Improved utilization of streets Increased walking distances for with odd number of lanes. public transport passengers.

(v) Easier application of Opposition from commercial progressive systems of traffic interests along one-way routes. signal control.

14 (vi) Better connections to and Difficulties of driver and from ramps at urban pedestrian familiarization motorway interchanges and during initial phases of scheme. simplification of traffic distribution to the local street system.

(vii) Facilitation of bus operation Traffic diversion to other streets may lead to increased congestion on them.

(viii) Simpler coordination of traffic Possible loss of residential signals. environment

(ix) An effective way of diverting Pedestrians unused to traffic from complex unidirectional traffic when intersections and from points stepping off kerb. of severe congestion.

The advantages outweigh the disadvantages, considerably and One-way streets still play a major role as a popular traffic management measure.

3.3 EFFECT AT INTERSECTIONS

One-way traffic systems make intersections smooth reduces the conflicts as the reduction in the number of conflict movements. It is very clear that right turns are the most critical as they cross oncoming traffic giving rise to dangerous conflicting situations. In a properly designed One-way traffic system, consideration is given to minimize these right turns. Converging and merging conflicts do not give rise to

15 such hazardous situations (diverging being the minimum) at an intersection. These conflicts occur at situations of left turns-through and right turn-right turn movements. Figure 3.3 shows the conflicts at different combinations of directional movements at an intersection. Also, Number of conflicts between vehicle -vehicle and vehicle - pedestrian is shown below for each combinations.

i ' r ft

Intersection at Two- Intersection at Two- Intersection at both way /Two Lane road way Two Lane/ One­ One-way /Two Lane crossing way Two Lane road road crossing crossing Pedestrian / Vehicle Pedestrian / Vehicle Pedestrian / Vehicle crossing paths = 24 crossing paths =14 crossing paths = 08 Vehicle / Vehicle Vehicle / Vehicle Vehicle / Vehicle crossing paths =16 crossing paths = 05 crossing paths = 01 Vehicle merging and Vehicle merging and Vehicle merging and converging paths =16 converging paths = 05 converging paths = 02

Figure 3.3 Conflict at intersections by having a different combination of movements

Above figure shows how much of reduction in conflicts at

intersections, can be achieved by introduction of One-way schemes.

Id However, it is required to reform the existing intersection by changing signal phase as well as the geometry to suit new characteristics of the scheme. Unbalanced movements will cause difficulties, and these have to be analyzed carefully in designing. This is due to excessive movements at intersections, according to excessive travelling, as it is one of the main characteristics of a One-way scheme. Also, the failure of pavement due to increased Cumulative Number of Standard Axles

(CNSA) in specified area (where excessive wheel paths are taking place) needs to be taken into account.

Figure 3.4 Present Congestion Levels at Signalized Intersections

17 J

CHAPTER IV

4.0 METHODOLOGY

The methodology outlines the methods and procedures adopted for data collection and analysis in the research. Both data collection and analysis are complex as the number of data units required and time taken for analysis are very high even though it is done using the computer. The database is quite large as it consists of a large amount of road sectional, traffic and socio-economic data, which are the major contributing factors for the program. Due to this reason the time taken for a unit analysis is very high.

The Transplan software has been developed in a way that it has to be used for the entire country to get accurate results. It cannot be used for a part of the country, or of a city, with a separate database. This is a very remarkable limitation of Transplan software. Due to these reasons, the accuracy depends on the size of the database. Also, the data has to be updated from time to time because of the nature of change in data in transport sector. However, the existing database is useful because most of the data have been selected in main cities of the island.

4.1 ONE WAY LOOPS IN SELECTED AREA

Initially 11 loops of One-way links were selected for the analysis and are expanded depending on the need observed and for the benefits observed. The link lengths were kept less than one-kilometre average at most of the selected loops so that consideration could be given to minimize excessive travelling due to One-way scheme in the selected system. If a road link converted into One-way has been operating as a

IS UBpmpftr -

bus route, alternative One-way in the other direction is provided to facilitate those buses. In such situations Pedestrian Malls between such routes may be provided if possible, at an additional cost. These will have to be attractive to compensate the feeling of the excessive distance they have to travel as a result of the introduction of the system. These Pedestrian Malls could be improved by enhancing the environment by introducing pleasant landscaping. These types of Pedestrian Malls are often seen in cities in the developed world. Selected loops and included links are tabulated in Appendix I

4.2 DATA COLLECTION Transplan Data Base comprises thousands of data. But there was a need for additions and alterations for existing data base according to the requirements of the One-way traffic system. Anyhow the database has not been completed yet and is being updated from time to time by the Transportation Engineering Division's staff and research students as they attend to it in their research works. The accuracy of the analysis greatly depends on the amount of available data included in the database. An attempt was made to check the results with actual figures obtained at site.

The Traffic Engineering Section of Colombo Municipal Council (CMC) is the authority for development of roads within the city limits. The road sectional properties, traffic and land use data are available here. Especially, the data of turning movements that they have collected for design purposes at signalized intersection are available in this section of CMC. They also carry out all the maintenance and development activities within CMC. It was disclosed by them that there are some data of counted turning movements that have been collected for intersection signalizing. However, either the traffic data or the land

80146 >

use data could not be obtained due to poor record keeping in the office according to officials.

4.2.1 TRAFFIC DATA COLLECTION As the traffic data collection is time consuming, it was decided to collect traffic volumes at fifteen-minute intervals. Later this was extrapolated to get the AADT with available peak hour factors for the city. There was a need to collect the queue lengths signal timing and delays at signalized intersections for analytical use. This would have to be used to calculate the average delay at intersections and comparison before and after introduction of a One-way traffic system. It was a part of economic analysis that contributes to have travel time savings for both passenger and freight consignees. However this was not done during the limited time.

It was observed that there was the need for classified volumes for economic evaluation were required during the analysis. These data were extracted from previous surveys done for Outer Circular Road feasibility studies and from published documents such as found in "Assessing Public Investment in the Transport Sector" (Department of National Planning, Ministry of Finance and Planning, 2001). The traffic data such as parking demand and demand for pedestrian facilities were not involved in the main analysis. But they would be used in micro levels for calculations of LOS in road links.

4.2.2 ROAD SECTIONAL PROPERTIES Road sectional properties of almost all the roads possible were required to enter the database for analytical purposes. Road carriageway width, shoulder/walkway width, width of medians, etc, were collected and entered in the database against each road link.

20 Other highway facilities for a road user such as pedestrian crossings, lane markings, availability of parking lots and bus halts, etc were collected separately. Data relating to side Road land use too, is important due to its interaction with vehicular traffic. Numbers of access roads, driveways, by-roads, off-street parking, are the related data required. It was very important to collect data connected with the intersection such as whether they have been signalized or not, or whether it is a roundabout etc. The pavement type, whether it is asphalt paved, DBST or normal tarred macadam is the other important record which helps to get an idea of the surface roughness. Figure 4.1 and Figure 4.2 show the computer software interfaces used as road properties in the database.

*U Links [ • •IE3 Links

Rail Crossings Linkjt|A00rj 101 Boad | Kollupmya - Sri JayawardhanaPura 3 Schools 0 Start Nodo 1661201 K°«upitiyaJunc. "3! Bus Halts End NodB |661202 ]^J| Kollupitiya • (Liberty Plaza) Ped. Crossings (Sig) Road Width] 20 (m) (Both Sides) Free Flow Speed | 61 97028 (km/hr) Ped. Crossings (Unsig) Per Side Width Of Travel Time j 034(mts) Parking Sidewalk j 2 5 (m) Entrances/Exits (Motorable) Unrestricted % 0 Shoulder ] 0(m) Metalled Roads | 2\ No Parking % 100 Centre Median I °(m) Gravelled Roads | 0? AM Only % 0 Link Length 0 2 (km) Driveways | 2 PMOnh/% 0 Bay Provided % 0 Roughness j 4000 (mm/km) Land Use Frontage (Both Sided) Unable To Park 0 Gradient | 0 (m/km) Residential ] 0

Min. Elevation |" _0,(m) Industrial/Commercial %| Too • Status (Active Max. Elevation f _0(m) Bareland/Agriculture % | 0' LinkType 1 — Curvature f 0 (angles/km) Other % I 01 3!

— • iSi'j.wse Save. Cancel

Links

Figure 4.1: Road Link properties in database.

21 Nodes

Number J661309 Name jDematagoda Junction

Area | 30 j X 12 Elevation | Olm Control U- Signalized Weight J2-A& B Class Road Intersection DS Division 1110100 •»• ||| Colombo 3 Status JActive

Arms Link Road Name From/To Node

• B096-001 Dematagoda-Wellampitiya To 661343 - Sri Dharmarama Rd. / Kolonnawa Rd. M001-007 Baseline Road From 661398 - Sri Dharmarama Rd. On Baseline M001-008 Baseline Road To 661321 - Cambell park Borella M120-010 M. Ishak Mawatha From 661335 - Ketawalamulla Lane On Sri Vajiragna

ffotfr-ij iSove Cancel

M •? Nodes

Figure 4.2: Node properties at junctions in database.

Nodal properties, such as junctions, are shown and whether the intersection is signalized, roundabout or uncontrolled. Provincial boundaries can be included as dummy nodes. Also, the links that are connected here will be introduced in this data interface. These data would be used to calculate the behaviour of the traffic stream at junctions. Control type at junctions could be used to calculate delays at those places. The area of the intersection will help to evaluate junction capacity for traffic streams coming in each direction.

All these data are useful to calculate the highway capacity of each road link in the network. It was done by various calculations linking all the data extracted here by using Transplan program.

22 4.2.3 SOCIO-ECONOMIC DATA COLLECTION There is a need to combine the socio-economic data with the traffic and road capacity figures to evaluate the need and amount of trips originated by different road users. The need for travelling depends on the different social levels of population and is generally governed by the income levels of these categories. The social status and income levels are major contributions to road traffic.

The socio economic data concerned here includes vehicle ownership, average income levels of each category of the society, land use at road sites, business types and their transport related activities, available transport facilities for each business entrepreneur such as off street parking, etc,. The land use at site includes categories such as schools, hospitals, residential units, commercial or industrial buildings, bare land or agricultural lands, etc. These are recorded as percentages of the total sited along or belonging to a particular road link. However, these data had already been collected and it was necessary only to add some new data, while the data collection was being carried out at the site. Figure 4.3 shows the interface used in Transplan for socio­ economic data entering.

,DS Division |l 30100 rJAgalowatto

Area Population Households Income Rs/Caprta Employment

s j 366 1 | 91085 | 192961 L. _0 1 Vehude Ownerships

Motor Cycles Lorries j 229 | 2504 \ Buses j A3 Throe Wheelers] 0; Duel Pufposo] 0 :: Land Vehicles ] H4.:...... :

Cars ') 391 j;

Browse | * | c * s» J |H] ^jSocio-Economtc Data m

Figure 4.3: Socio economic database

23 4.2.4 OTHER DATA Some geometric data other than the sectional properties was collected to evaluate the road capacity. The geometric properties such as vertical gradient, curvatures, design speeds, free flow speed, etc, are among these data. Also the data such as the number of openings to the main road and their nature such as paved or unpaved surface were recorded. It was a concern whether these road sections were motorable or not to decide the gravity of the effect to the road from them. The nature of parking facilities are also recorded in the data base. This includes percentages of parking facilities that have been provided on streets such as percentages of no parking zones, unrestricted areas, time allocated parking spaces and whether parking bays are provided or not to park within the available space. The existing road links that are closed due to security reasons also have been recorded. Some of them were completely un-accessible due to military constraints. However, these did not affect the analysis unless it was in operation within the selected network.

4.3 PROCEDURE FOR ANALYSIS For this research, it was mainly the traffic data that was required for the analysis. The main items are traffic volumes, average speeds, road capacities, junction delays and statistical traffic data such as Vehicle Kilometres and Vehicle Hours. The Vehicle Kilometre and Vehicle Hour Savings are the major factors considered in the comparative analysis. The comparison, between Two-way and One-way traffic systems, gives the extent savings or the excess in Vehicle Kilometres and Hours. This is the main criterion used for the analysis throughout the research. Analysis was carried out separately to check the capacities and the LOS of road links using Excel spread sheets. After the selection of the areas where the One-way traffic systems are to be developed, each road link was identified for combining as One­ way loops. The existing situation of the road network may be analyzed first to keep records for the comparative statements prepared after analyzing the One-way system. In the Two-way system, the analysis was done first for loops keeping all links operating as Two-way. The vehicle volumes, speeds, travel time etc, in all considered links were recorded after analyzing data using Transplan program. The statistical data output of Vehicle Kilometres and Vehicle Hours in the entire network was recorded. These data were used to compare the same data, obtained under One-way system analysis. Figure 4.4 shows the network output data interface in the program.

View Network Statistics Network Statistics

Number of zones Internal |

Inside al study area Number ot nodes Active | Number ol links Total 1 75535 Link Length (km) Total Average |

Average Network Speed 39 213 km/h Total Vehicle Hours TransPlan 3 I otol Vehicle Kjlometios 17 107 45? 06?

Figure 4.4: Network statistic output data

The One-way loops were selected depending on the convenience of traffic flow direction according to the layout of the existing road network. The selected One-way loops were analyzed to obtain the same categories of output as it was for the Two-way. Eleven loops of One-way links have different combinations between themselves so that all the possible combinations have been considered. The output was compared with the same in Two-way system. The comparison of different loop

25 combinations and its output values could be summarized in different formats of a matrix. Matrix of savings in Vehicle Kilometres, Vehicle Hours, change of volume in road links etc could be prepared to describe the situation that arose after the introduction of the One-way system. These matrices are given in Chapter V of this report.

The analysis for the Level of Service experienced after introduction of One-way roads was carried out using Excel Programs taking input data as output data analyzed by Transplan. This kind of analysis is required to check the LOS of the entire affected road links within, and outside the selected area due to change in traffic volumes envisaged as a result of the One-way system. Road cross sectional data and traffic volumes have been used for this analysis in Excel Format. Tables and formulas in highway capacity design were used. These outputs are shown in graphical form in the next chapter to have a clear understanding of change of LOS due to One-way traffic.

It is necessary to analyze the outcome of the project as well as the output. The benefits and costs calculations have to be made using the above data outputs collected from the main analysis. The cost involved for any civil work that has to be carried out during the improvement process is considered as a separate cost component. The benefits that would be accrued due to the proposed improvements are quantified financially in the analysis. The EIRR process, Benefit Cost ratio, Net Benefits were considered in the analysis to check the financial feasibility of the project.

The analysis for un-quantifiable matters would be discussed in the relevant stages, as the}' occur. The social and environmental benefits fall into these categories. CHAPTER V

5.0 DATA ANALYSIS

5.1 ONE - WAY ROAD NETWORK

First, the One-way road links selected were combined to form several number of loops. Consideration was given to maintain adjoining loops which facilitate the circulation without forcing vehicles to travel extra distances. The maximum length of a loop is not to be more than three (3) kilometres, to minimize the adverse effect to bus routes, to avoid overloading to existing two way road links etc,. The One-way network splits into eleven (11) loops. The network analyzed was limited only to the more congested commercial areas besides the Beira Lake close to Fort area. These are confined to Pettah to the North and Union Place to the South of the Lake. The two areas are considered as two sets of loops for convenience of reference. It is clear by observations that most of the road links are heavily congested towards the northern side of the Fort area considered here as Set II. Loop 7 to Loop 11 is included in this set. The Set I comprising of Loop 1 to Loop 6 covers the Union Place area. These Sets and Loops are shown in Figure 5.1.

Data such as availability of bus halts, pedestrian crossings, available parking spaces, restricted no-passing zones, schools, hospitals and commercial establishments etc, have been taken into consideration during the selection of Loops. Some of these are important to check the possible delay due to restrictions. Poor management of land use causes the increase in the number of right turns to those premises. This situation could be minimized to some extent by having carefully oriented One-way Loops. 28 The impact to the surrounding Road Links is such that, there can be unbalanced directional traffic flow situations. Flow direction at adjoining One-way Loops can be set opposite, as a basic solution. This has been considered while orienting the One-way direction within the loops.

5.2 CALCULATIONS USING TRANSPLAN First the Transplan software was modified to work with One-way links. A code was introduced to identify the direction of flow allowed in each road link of network. The calculations were made for each Loop and Loop combinations for all possible combinations. Each Loop or Loop combination has its own database and identity number. Loops were combined in three different ways as follows.

1. Combination individually between two Loops irrespective of order. 2. Cumulative combination starting with the first Loop and leading to the last Loop. 3. Combination of one at a time with all other possible Loops.

After assigning a name to each combination of Loops it was possible to analyze using Transplan. Editing and additions were carried out first, wherever data were missing in the original database. Then minimum path calculations were made as the first calculation. Then many of the other calculations are made according to Transplan. This has taken some time and hundreds of related files have been analyzed as there were a large number of loop combinations to be dealt with. After this procedure, the database, which was used to calculate, was adjusted. The results obtained remain until the next analysis is carried out. Database for each Loop combination was stored for further reference. These would be used to calculate the Level of Service, Traffic Volumes and Speeds in further analysis.

2{) 5.3 COMPARISON OF A TWO-WAY AND A ONE-WAY SYSTEM The database for Two-way traffic (existing) was set in the program. Then the calculations were carried out for all aspects and output tables could be extracted to Excel data file, which would be utilized for the rest of the calculations. These data output files are very heavy as they contain a large number of data. Later they were programmed in Excel to achieve more results.

The selected one-way loops were combined together in two main categories to check the best combination that gives maximum benefit to the project. Firstly, each one-way loop is combined individually with all other one-way loops. Secondly cumulative combinations, one loop with all other loops are combined here. These files are programmed further to compare the two systems (Two-way and One-way) in Excel spread sheets.

5.4 VEHICLE KILOMETRES AND HOURS SAVINGS (ONE-WAY AGAINST Two WAY)

5.4.1 INDIVIDUAL COMBINATIONS

Network statistics are used to compare vehicle kilometres and vehicle hours savings in One-way against Two-way traffic systems. It is assumed that even though the total vehicle kilometres are different from one combination to another, the purpose and destinations are not changed. Change of flow levels in each road link due to introduction of One-way, gives different values for Travel Time and Length. The adjustments are made in the program with the given Code Number for directional flow. This program calculates the volumes that are attracted to a link depending on Level of Service calculated using sectional data available in the Transplan database. This is what happens when the direction of flow is changed from Two way to One way. The Tables 5.1&

30 5.2 give the comparison of Travel Time and Distances in One-way against Two-way.

Table 5.1: Matrix of Vehicle kilometre savings (One-way against Two way)

Loop ID No LI L2 L3 L4 L5 L6 L7 L8 L9 L10 Lll LI

L2 -239 L3 -383 -33 L4 29057 29476 29382

L5 1875 2235 9447 28449

L6 -266 41 171 29706 10227 L7 -681 -474 -437 28532 7868 -808

L8 -3038 -2812 -2789 25051 5913 -3064 -3053 L9 -3323 -3095 -3071 23637 5383 -3384 -3335 -3078 L10 -1488 -1266 -1246 28138 7298 -1173 -1699 -3765 -3664 Lll -2740 -2517 -2494 26849 5859 -2640 -3010 -5338 -5156 -2769

Total number of vehicle kilometres per day was calculated using network statistics for both cases of Two-way and One-way traffic systems separately. Then the difference, between the two was determined for each individual combination. Then, the above matrix was prepared for easy reference in differentiating the best combination that gives maximum travel savings. The travel length savings were calculated using the following equation.

Travel Length Savings = Total Vehicle Kilometres (One-way) - Total Vehicle Kilometres (Two-way)

The negative values in the Cell give savings, and positive ones refer to extra travelling due to change of flow, when One-way system is introduced in the network. It is shown in the above matrix, which referred to any combination of Loop 4 and Loop 5, which gives positive

31 values. This gives the indication that any loop combined with Loop 4 and Loop 5 leads to extra travel kilometres in the network. All other combinations have been given negative values so that they reduce the travel kilometers compared to Two-way traffic systems. Out of these results, the Loop 4 and Loop 5 do not seem to be advantageous to the system as it increases travel length. The above results can be used to reject Loop 4 and 5 in the system.

Table 5.2: Matrix of Vehicle Hour savings (One-way against Two way) Loop ID No LI L2 L3 L4 L5 L6 L7 L8 L9 L10 LI L2 -37 L3 -35 6 L4 4852 4911 4894 L5 1038 1077 1255 4907 L6 -88 -8 35 4926 5075 \ • L7 -72 -22 -25 4889 5005 -70 L8 -183 -145 -141 4685 4915 -176 -166 L9 -173 -134 -130 4637 4906 -169 -183 -168 L10 -142 -103 -124 4812 4929 -116 -172 -272 -227 Lll 16 55 59 4918 5387 27 10 -105 -56 -28

In the same way as above, Vehicle Hour savings were calculated using network statistical data output from Transplan. Total Vehicle Hours travelled in a Two-way traffic system was deducted from each individual loop combination to get the savings earned from a One-way traffic system using the following equation.

Vehicle Hours Savings = Total Vehicle Hours (One-way) - Total Vehicle Hours (Two-way)

The values in Cells related to Loop 4 and Loop 5 are positive and very large and the cost to the project will be negative. However, the negative values given by other combinations are very small. This

32 indicates that both vehicle length savings and vehicle hour savings are not considerable, when individual combinations are selected. The results obtained so far indicate that the individual loop combinations are not very effective in giving benefits to the project.

The large positive values in the cells indicate excess in travel length and time. This is due to imbalanced traffic flows in the Loops 4 and Loop 5 after making them One-way. The land use pattern and commercial activities in the area may be the reasons for this imbalance. The One-way traffic can achieve a higher level of service in the links with high volumes and speeds. Unbalanced circulations in consecutive loops also cause this kind of excessive travel to vehicles. The Figure 5.2 illustrates this matter clearly. Main Street

Ikm

1km an {A I O u s t

Cros s Stree t -o Ikm

Lower Street

Layout with all Two-way Roads

Main Street

Ikm

Ikm o u S I Cros s Stree t -a Ikm

Lower Street

Layout after introduction of One-way Roads

Figure 5.2: Excess travel length due to One-way

Somebody travelling from A to B has to pass 3 kms after introduction of One-way route, whereas previously it was only 1km when 1st Cross Street was two-way. There may have been many trips like this within the loop. Also even though Level of service and speed in

lsl Cross Street and 3I(I Cross Street are developed, Main Street, Lower

Street and 2nd Cross Street will be congested more than before. This will cause delay in the overall system. If the traffic in the loop can distribute

34 equally among all links, the total effect will give a reduction in vehicle length and time compared with two ways. This is due to increase in volume and speed with an increased Level of Service. Previously some road links would have been congested so that the delay caused could have been accounted to total vehicle hours in the network. This may also have caused the selection of alternative paths by drivers making excessive travelling in the network. This is what happens when One­ way loop is introduced that causes congestion in some links making unbalanced volumes in the system. Due to this the loops have to be selected in a way that, they do not unbalance the link volumes.

5.4.2 CUMULATIVE COMBINATIONS The loops are combined to have as many of them as possible to be considered together called "cumulative combinations" and analyzed as described previously. This gives all those loop combinations to act together and the results will be confined to such selected loop combinations. Actually, the best way of combining loops is found here as it gives many link kilometres to be considered together so that the outcome is considerable. Loop l(one) is combined with Loop 2(two) first, and added to Loop 3(three), Loop 4(four) so on. All possible ways were considered in this way to find out the best savings in Vehicle Hours and Vehicle Kilometres.

The Table 5.3 shows the Vehicle Kilometre savings with the introduction of One-way system for cumulative combinations of loops. For example, Cell L2L10 gives the Vehicle Kilometre savings for all loop combinations of Loop 2 to Loop 10 as explained before. The savings are given by negative values in the Cells shown shaded. It was found that wherever Loop 4 and Loop 5 are combined with other loops, it has resulted in very high positive values. This shows that when these two loops are introduced as One-way. the Vehicle Kilometers increase in

35 very large numbers giving negative results to the project. This can also give support to prove that Loop 4 and Loop 5 do not give any benefits but adversely affect the project.

Table 5.3: Matrix of Vehicle Kilometre savings (One-way against Two way) Cumulative Combinations.

Loop LI L2 L3 L4 L5 L6 L7 L8 L9 L10 LI L2 -239 L3 -383 -33 L4 29055 29486 4 L5 27982 28421 29382 28595 L6 28215 28760 28631 28801 970 L7 27913 28450 28329 28552 618 -501 L8 25767 24350 -2789 26222 -1767 -2786 -2037 L9 25417 25742 25742 25870 -2123 -3064 -2284 -3049 L10 24355 24679 24679 24808 -3195 -4142 -3449 -4203 -1774 Lll 22128 22451 22451 22608 -5402 -6099 -5257 -5920 -3497 -2769

Table 5.4: Matrix of Vehicle Hours savings (One-way against Two-way) Cumulative Combinations.

Loop LI L2 L3 L4 L5 L6 L7 L8 L9 L10 LI L2 -37 L3 -35 6 L4 4842 4901 5 L5 4825 4884 4894 4904 L6 4754 4822 4824 4832 1045 L7 4781 4850 4852 4863 1035 -104 L8 4709 4657 -141 4780 891 -233 -109 L9 4695 4762 4762 4767 871 -248 -121 -163 L10 4604 4670 4670 4675 780 -367 -244 -278 -163 Lll 4627 4695 4695 4702 858 -290 -170 -201 -90 -28

Here, the Vehicle Hours saving for the system is tabulated in the

matrix. The savings are given as negative values compared to Two-way

as shown in the formula below.

36 Vehicle Hours Savings = Total Vehicle Hours (One-way) - Total Vehicle Hours (Two-way)

The adverse effect of Loop 4 and Loop 5 may distribute to the road network, which could bring other links also to congested situations. The area belonging to Loop 4 and Loop 5 are very much commercialized and road links are centralized to that area at Town Hall. Ward Place, Ros mead Place, C.W.W Kannangara Mawatha, E.W Perera Mawatha ,Deans Road and Dharmapala Mawatha are among those that carry very high traffic to the Colombo commercial centre. These road links are connected to Union Place and the Town Hall area. It may be the reason for delays to traffic after introducing the One-way Traffic in the area belonging to Loop 4 and Loop 5. F.R Senanayake Mawatha, Dharmapla Mawatha and C.W.W Kannangara Mawatha belong to Loop 4 while Deans Road and T.B Jayah Mawatha belong to Loop 5. The direction of these loops were changed and checked for the vehicle hour savings but did not give any savings to the system.

The above unfavourable loops are very close to each other and radially connected at Town Hall area. The street system considered is not laid out in grid pattern where the excess traffic could have been balanced by distributing among the adjoining links. Road links of Dean's road and T.B Jayah Mawatha belonging to Loop 5 is the only main corridor in North and South direction at the right bank of the Beira Lake. There is no main link up to Baseline Road at North and South direction in this area. Also these road links are fully occupied by transport and commercial activities. If T.B Jayah Mawatha is made one way, then those who are travelling around the Beira Lake will have to travel longer distances, as the Lake occupies a large area., Introducing bridges at some places over the lake connecting in the East and West

37 direction may avoid this situation. Also, a large amount of land area is occupied by Railways in this region. This cannot be utilized either for Road Transport, or Railway Transport.

There are no crossings between D.R Wijewardena Mw and Olcott Mawatha for long distances, due to the large number of Railway tracks are laid between these two corridors. Overpasses could be introduced at certain intervals to avoid this problem, but these involve exorbitant cost and may not be feasible to couple with the low cost One-way Traffic system. However, all these matters are assumed to have been affected by One-way Loop 5 by its regional characteristics of Traffic and Land use.

Ananda Kumaraswamy Mawatha and Dharmapala Mawatha, that carries large amounts of traffic involve with Loop 4, which has characteristics as in Loop 5. There too, the users have to travel long distances around the Viharamahadevi Park area. However, this could be applied to road links such as Ward Place, Ros-mead Place, and Barnes Place etc, which have grid nature in the network.

5.5 CHANGE OF INCREASED DAILY VEHICLE VOLUMES Transplan was used to calculate the daily increased vehicle volumes in each link as a result of the introduction of One-way Traffic for only a selected area in Colombo City. This was analyzed for each loop combination as tabulated in matrix form shown in Table 5.5. Increased traffic volume means, that there is an unbalanced traffic in the system when the characteristics of existing flows are changed. Normally, this happens when the flow is disturbed by introducing One­ way to a road link in either direction keeping other links unchanged. The reason is that the flow in the opposite direction will take its own path (easiest way) through other road links until they get to their destinations. This means that there is a volume change in this particular road link and the adjoining links in close proximity as well.

However, this can be balanced by introducing one-way in the other direction to a road link which falls parallel to the above road link and situated very close to the latter road link. This is why the loops are selected, where the roads are laid in grid pattern. The above road link which takes the flow in the opposite direction should also have the same cross sectional capacity as the ideal case. Also, it should not be too large in length where people would not be interested in travelling excessively to complete their journey. The links, that are connected to these One-way links should also have enough capacity to cater to the additional flow created by One-way traffic.

Even though the above conditions are satisfied, there can be some other factors, which disturb the traffic flow and cause unbalanced traffic situations. Parking facilities, junction delays in between the selected nodes, signalization, and the different nature of land use, different characteristics in traffic flows in two links at a time, etc can change the balance in the selected loops and that in the system. Due to these reasons, it is always not possible to have ideal situations where the traffic volume is balanced by some means or another when comparing Two-way with One-way traffic. The theoretical value of volume change to have a balanced traffic situation is zero, which does not take place in the above site conditions. Table 5.5- Matrix for change of Traffic Volumes (One-way Comparison with Two-way System)

Loop LI L2 L3 L4 L5 L6 L7 L8 L9 L10 LI L2 534 L3 -665 -2167 L4 -62187 -63237 -67426 L5 -13380 -15294 -24240 -70868 L6 -2971 4286 427 -57602 78610 L7 ] 178 -383 -1232 -62475 73 H 3 5176

L8 335 -1221 :1464 -66102 71704 4446 2087 L9 -3576 5132 -5382 69015 69315 497 -1919 12 L10 976 -586 -840 -61589 73756 6387 1052 1601 -2293_ Lll -5434 -6996 -7319 -68019 67260 -818 -5351 -5226 -9176 -6457

The volume change by introducing One-way loops to a Two-way system was calculated and tabulated in matrix form in Table 5.5. This gives some positive values as well as negative values for different loop combinations. These values are given for the entire Colombo municipal area where the One-way system is assumed to be feasible. There can be a small amount of volume increase or decrease after introduction of One-way traffic. But this should not be significant in numbers as that shows the weight or the level of imbalance in traffic volumes.

The volume change in each road link for different loop combinations were calculated first with comparison sheets prepared in Excel spread sheets. Then the net volume change was calculated for the entire number of links. The higher numbers either positive or negative (increased or decreased volumes) show the congestion in some road links, which cannot bear the One-way system. At the same time, the small values prove to have the least effect on the network. At any time, there can be negative and positive values in the change of volumes, but it cannot be either negative or positive for all or most of the links. If that is the case, then there will be imbalance of traffic volumes to the same

40 level. This means that most of these road links get congested while some of them are underutilized at the same time. This problem prevails even now where the Two-way traffic system is operated. The purpose of this project is to utilize those underutilized road links and distribute the congested traffic to those links, at the same time, wherever possible.

In the matrix given in Table 5.5, it is observed that volume changes are very high where the Loop 4 and Loop 5 are engaged. This shows that when these loops are introduced, the system becomes quite unbalanced in volume and congestion will result. This is indicated by increased vehicle kilometres and vehicle hours as shown in the preceding sections. The reason for this is the non-availability of grid form of road links in the selected loops and adjoining road links. Hence, the balance uni-directional flow cannot be accommodated by other links, as these are not connected properly in a grid form in such areas. Most of the links here are of radial type, which cannot accommodate One-way traffic ideally.

The Loop 4 which connect the links together at Town Hall area focus to a centre rather than distributing the traffic to link roads that needs the same level of capacities. Also these links carry a very large amount of traffic volumes to the city centre through Union Place and Vauxhall Street area. The traffic volume between Maradana and Town hall area is also very high when compared to that in the other corridors of the city. Traffic affected by the Loop 5 setup also gives negative results to the project by introducing congestion to adjoining road links. As shown in the matrix of increased volumes, the Loop 4 and Loop 5 have to be rejected from the system due to above reasons. This does not mean that the area cannot be made One-way however. Careful selection of One-way road links and the directions of the flow will make it possible. Some times the One-way system could be made workable for smaller loops in length to check the behaviour in micro level. This can be done as an expansion of the project in the future.

5.6 OPTIMUM LOOP COMBINATION Due to all the reasons considered in previous sections, Loop 4 and Loop 5 were rejected from the One-way traffic system. Then, the other loop combinations were considered again for analysis of the same nature. So the best results were given for the combinations of all loops except Loop 4 and Loop 5. Savings in Vehicle Kilometres were 10316 while Vehicle Hour savings were 502hrs per day for this analysis. Also the average network speed has been improved but not considered necessary to be shown here, as this value is given for the entire road network in the country. However, this could be proved to have increased by selecting Colombo Municipal roads only for the analysis. All possible combinations were considered for further analysis. The flow direction was altered to the opposite direction to the previously selected direction. This procedure was followed for all the combinations again and compared with the previously analyzed combinations. Summary of outcomes of analysis for possible combinations for these systems are tabulated in Table 5.6. Table 5.6: Summary of Savings from different Loop Combinations.

Network System Spee d Hour s Vehicl e Vehicl e Averag e Networ k Kilometre s 1. All Selected Loops (1 to 11) are One-way 22128 4627 39.24 2. All Selected Loops (Except 4 85 5) are -10316 -502 39.25 One-way 3. All Selected Loops (1 to 11) are One-way, 24119 4826 39.24 but flow in Opposite Direction 4. All Selected Loops (Except 4) are One­ -4271 915 39.24 way, but flow in Opposite Direction 5. All Selected Loops (Except 5) are One­ 25122 4832 39.23 way, but flow in Opposite Direction 6. All Selected Loops (Except 4 8s 5) are -5003 -245 39.25 One-way, but flow in Opposite Direction

All loops, from Loop 1 to Loop 11 were combined together and analyzed for the savings and have been given as vehicle kilometers of 22128 and vehicle hours of 4627, which is positive. The positive values are not savings but excessive travelling due to disturbance to the existing traffic. The figures show a very high imbalance in traffic volumes in the network, due to an improper combination somewhere within the selected loops. Some road links may be overloaded while som° are not. This was observed in the analysis of individual combinations and cumulative combination as discussed in previous sections. It was observed that Loop 4 and Loop 5 cause this congestion even though all the loops are combined at the same time. The Loop 4 and Loop 5 were removed and all other loops were analyzed together

43 and results were observed as savings in Vehicle Kilometers of - 10316kms and Vehicle Hours of -502hrs per day. These values are negative and indicate the savings in both Vehicle-Kilometres and Vehicle-Hour savings. This is a considerable amount to make the project feasible from an economic point of view. The individual combinations of other loops also yield savings so that it was confirmed that, only Loops 4 & 5 have to be omitted. The traffic distribution is smooth when a large area of small loop combinations is introduced rather than having large loops in an area. Also it helps to get an idea at micro levels so that the resistive factors could be identified and more descriptive solutions could be forwarded. This is very useful when the project has to be expanded to in a large area, in the future.

The loops were selected and the flow direction in each link was turned in the other direction and analyzed again. This has given very high positive values for savings in both Vehicle Kilometres and Vehicle Hours compared with the original system. Furthermore the Loop 4 and Loop 5 have been removed from the system independently, one at a time and analyzed for savings. All loop combinations without Loop 4 have given some savings in Vehicle Kilometers but not in Vehicle Hours. This means that the Loop 5 has shown some positive results by sharing Vehicle Kilometres savings with the other loops. However the saving is less compared with the benefits obtained from loop combinations in original directions, where both Loop 4 and Loop 5 did not exist. High positive values for Vehicle Kilometres and Vehicle Hours (increased Vehicle Kilometres and Hours compared to Two-way traffic) are obtained when Loop 5 is removed while Loop 4 is retained in the system. This shows that there is an economic benefit to the One-way system by Loop 5, but cannot be justified with the benefits given under a system where both Loop 4 and Loop 5 are removed. Also, this confirms the worst is

44 Loop 4 in the selected loop system. However, the benefits are higher when both loops are removed from the system.

Even though all loop combinations, except loop 4 and loop 5, flowing in other directions give Vehicle Kilometre savings of -5003 and Vehicle Hours savings of -245, they are not considerable compared to what they are when flowing in original directions. This combination also has to be rejected from the system. But by micro level analysis for different loop combinations this could be optimized to a satisfactory level, if it is necessary to be applied in the future, for any other reason.

Finally this system was selected as an all loop combination at the same time without Loop 4 and Loop 5, as it was the one which gives maximum benefit out of all the other combinations. All loops consisted of 21kms in one-way links but this reduces to 18kms after rejecting the Loop 4 and Loop 5 from the network. Both loops consisted of 3.1kms in total link length. There are about 9005kms of road links in the Transplan database. Out of this, 537kms belongs to Colombo Municipal area. 55kms belongs to the selected area where the one-way system was introduced as in the topographical sheets. The above savings are extracted out of this 18kms, of one-way road links.

The accuracy for the vehicle volumes was checked with the sample surveys at site of many popular junctions. Fifteen minute samples were taken and expanded to get daily traffic flow in each link selected. Most of the samples were surveyed at Evening Peak Hour for convenience. Liberty Plaza Roundabout, Union Place and Kandy Road were among the selected places for traffic survey. The Table 5.7 gives the comparison between actual traffic volumes and volumes extracted by analyzed Transplan database. The percentage deviation of actual traffic from the Transplan was calculated here and found to be within ^i \i

•45 + /-15% as shown. This test has shown that we could depend on the results analyzed by using Transplan, which has been utilized throughout the project.

Table 5.7: Accuracy check with actual traffic survey data (volumes of both directions)

o Start End Link No Road Name Z Node Node Percentag e Fro m o f Deviatio n Surveye d Volum e Transpla n Actua l Volum e Traffi c Traffi c

Kollupitiya - Sri Jayewardenapura 1 661209 661202 A000-30 road 14480 15561 -7.5 2 661265 661223 M006-10 Dharmapala Mawatha 23568 21598 8.4 Kollupitiya - Sri Jayewardenapura 3 661201 661202 A000-10 Road 26256 31770 -21.0 4 662051 661202 M008-40 Duplication Road 23232 21941 5.6 5 661273 661217 A004-21 CRWB 24160 21610 10.6 6 661217 661220 M093-10 Riffel Street 19128 20625 -7.8 7 661284 661270 M005-02 Union Place 24528 26205 -6.8 8 661217 661260 A004-30 CRWB 28992 29118 -0.4 9 661284 661285 M144-10 Dawson Street 11035 10587 4.1 10 661298 661284 M149-10 Dawson Street 13245 11679 11.8 11 661238 661239 M086-10 Olcotte Mawatha 29940 33924 -13.3 12 661280 661279 M060-30 Dam Street 12340 11260 8.8 13 661257 661280 M060-20 Dam Street 10250 9141 10.8 14 661200 661280 M148-10 Saunders Place 9465 9399 0.7 15 661241 661242 M063-10 Front Street 19330 17393 10.0 16 661242 661275 A001-50 Colombo - Kandy 38714 43747 -13.0 17 661245 661242 A001-40 Colombo - Kandy 38907 44354 -14.0

5.7 IMPROVEMENTS TO LEVEL OF SERVICE IN SELECTED AREA FOR ONE-WAY

The Level of Service (LOS) of road links is improved with the introduction of a One-way traffic system to existing road links. This is because of improved capacities and increased speeds in the network by having more space to travel. Not only the LOS is improved in the One­ way links, but also the adjoining links, where the traffic situation becomes favorable due to a One-way. The LOS change due to a One-way

46 system was calculated only for the Colombo Municipal Region. Some road links are improved, while some others are shown as congested, in the adjoining area, to the selected One-way road links. This is due to imbalanced traffic situations, which were discussed in previous sections. The following graphs show the change of LOS at many levels due to many reasons, which will be discussed further.

LOS Improvement from Two-way To One-way System

Figure 5.3 - Improved LOS in Road links due to introduction of One-way compared with Two-way

A number of improved and deteriorated road links in LOS are shown in the graph by different colours. Green colour columns give the improved road links, while red coluor gives deteriorated road links. This contains 351 improved links and 180 comparatively congested links, in numbers. Most of them fall through the diagonal of the graph giving very slight change to LOS as shown in the graph. These includes LOS improvements / deteriorations within A-A, B-B ... F-F etc. LOS is measured out of V/C and indicated as A, B...F etc. It is true that for each LOS there is a lower and upper limit of V/C ratio. Due to the

47 change of V/C is very small and most of the adjoining roads undergo these types of LOS changes, the columns are high along the diagonals of the chart as shown There are no extreme conditions of change of LOS from F to A or B, E to A or B etc, but there is a considerable change of LOS from D to A and C to A which gives a higher level of improvement for the project. Also a considerable level of change of LOS from C to D and B to C, which in turn indicates the degree of existing congestion levels. The LOS change shown inside the circle area can be taken as the most significant in the improvement of the system.

The graph was prepared kilometre wise to view the LOS change with the Link Kilometres as a different approach. In this case, the improved Link Kilometres are 321kms and the deteriorated ones are 1 lOkms. The same format is followed here as in the above but the only change is that the number of links has been changed to number of link kilometres.

LOS Improvement from Two way to One-way System

Figure 5.4 Improved LOS in Link Kilometres due to introduction of one­ way compared to two- way

4H The next step is to minimize the deteriorated column heights by introducing some measures to the road network. This can be achieved by increasing further LOS with improved road cross sectional properties. There will be a cost involvement for these improvements, but there is a need to avoid the congestion spreading to the adjoining road links. Also it can be used for further improvements of already improved road links at the same time. The method will be beneficial to the project in many ways such as removal of obstructions like Light posts and Telephone posts away from road and shoulder platforms, covering the open drain to have higher capacities to pedestrian flow etc. This type of improvement will help the social and other economic improvements in the region, indirectly.

5.8 FURTHER LOS IMPROVEMENTS BY ADOPTING CIVIL COST Cost has to be incurred on civil works to improve the road cross sectional elements such as shoulder, walkways, drains etc. Most of the utilities obstruct the Road Traffic Flow due to negligence and lack of coordination between respective authorities. This situation is experienced wherever there is a road improvement project in progress. The projects are not formulated properly, in the initial stages. The lapses that arise are not attended to, duly by the respective agencies. Shifting of services, from road platform to outside the right of way of the road, will have significant impact on LOS in a road link. This will also give a pleasant environment so that the activities of the road user could be effectively managed. Wider shoulders and walkways eliminate side friction and improved LOS will result. Also the improved riding quality of the road surface causes LOS to improve. Apart from these, the quality of road drainage will improve traffic movement.

4<) The improvements discussed above could be identified percentage wise by inspecting the site. In order to achieve this objective, the site was inspected and the treatment required was recorded in terms of percentages. Average values were adopted for convenience of cost analysis. Widening the shoulders and walkways, provisions for drain cover slabs, shifting of services, road markings, junction improvements, have been considered under the cost analysis. Unit cost for each item was calculated and BOQ was prepared in a unit kilometre basis depending on the percentage improvement needed as discussed above. This unit cost was multiplied by 55.3km of road links that are apparently affected by the one-way traffic system. There are 18kms of effective one-way road links, which have been introduced to the system.

Figure 5.5 - Highly Congested land use besides a main road at Maradana (Devanampiyatissa Mw)

The Figure 5.5 view shows a very highly congested road within Maradana area in the city where very high traffic flows are experienced. Some of the other road links at Fort area (North Bank of the Beira Lake) also has a similar level of congestion. These links are very important and could have been improved. This road link, shown in the Figure 5.5

so J

is included in Loop 5, which was rejected at the end. One hundred per cent improvements are involved here for all types of cross sectional elements in order to function as a well designed One-way road link. Shoulders and drains can hardly be seen on these roads. Vendors have occupied the very small space on the side road available for pedestrians with no discipline maintained. It is very difficult to pass or overtake a vehicle at these stretches. They have become almost dead streets where no economic gain can be achieved in the use of the road. Some of them have virtually been abandoned due to very high civil costs involved for acquisition and relocation of services.

Depending on the improved elements with the civil cost adopted, the factors for LOS calculations were adjusted by using the Highway Capacity Manual, Transportation Research Board Washington D.C 1995. An Excel program was developed to analyze the LOS improvement with all such factors changed due to improvements to road sectional properties. These improvements are other than the LOS improvements achieved by making road links, Two-way to One-way. The V/C ratio has been decreased considerably by two means. Mainly the factor was decreased by increasing the capacity with the additional space available due to the introduction of One-way. Secondly, the additional capacity formed with the improvements of cross-sectional elements. By introduction of the latter, further improvements to LOS and the congestion caused in other links due to the One-way system could be minimized. This is graphically shown in the following two figures compared to previously described figures. LOS Improvement from Two-way To One-way System (With Improved Road Sections)

Figure 5.6 Improved number of Road links in LOS further improving to road cross sectional properties

The values given in the graph in Figure 5.6 shows that green columns have been raised while the red are diminished. This means it has been further improved for LOS with the incurred cost for road sectional properties within the selected area for One-way. The graph has its own characteristics such that there are considerable improvements from F and E levels to higher levels. Also LOS from C and D to A and B has improved. The above are the comparative statements with the previous graph which has not improved its road sectional properties. The total number of improved links is 566 while the congested are 14 only. The LOS of adjoining links has been improved further. Same type of graph is shown in Figure 5.7 for improvements to link kilometres. There the number of improved and congested kilometres are 529kms and 4.9kms respectively.

52 LOS Improvement from Two-way To One-way System (With Improved Road Sections)

Figure 5.7 - Improved number of links Kilometres in LOS, further improving to road cross sectional properties.

Under these circumstances a considerable amount of positive results has been shown in the analysis. The speed levels have been increased but not given under the statistics as the increment is very small when compared with the islandwide traffic situation, at the same time. But these levels are considerably increased adjoining to the area where the One-way traffic system has been adopted. In most of the One­ way links, the LOS has improved and resulted in a very high quality driving environment. Some of the road links close to these One-way links become congested due to overloading under the influence of One­ way system. This could be minimized by financing for the improvement cost of civil works. However the above analysis is based on the road links considered in the selected area. But there are other improvements, such as improvements to junctions, intersections, parking facilities to

53 be further analyzed which have definite benefits from this traffic system. These will be discussed further in the rest of the report.

5.9 IMPROVEMENTS TO INTERSECTIONS AND JUNCTIONS OF ONE-WAY SYSTEM

There are a considerable number of junctions and intersections coming under the one-way traffic system considered. All these intersections are prepared to be developed under the scheme, and the conflicts at these places are decreased by a great deal. When two-way two lane intersections are considered there are 24 pedestrian and vehicle crossing (conflicting) points, 16 numbers of vehicle/vehicle crossing points and 16 numbers of vehicle merging and converging paths. As explained in section 3.3, a number of these conflicts reduces to 14, 5 and 5 in numbers for pedestrian/vehicle crossings, vehicle/vehicle crossings and vehicle/vehicle merging and converging respectively, when we consider both the lanes with a single one-way link. Further modifications could be adopted by introducing One-way for both links at intersections which give above values as 8, 1 and 2 respectively. Accordingly these figures have given more than 80% reduction in conflicts at intersections that give rise to elimination of delay as a result of the introduction of One-way compared to the original. The combination of links at intersections is not always One­ way/One-way but there can be One-way/Two-way as well. The former combination gives more reduction of conflicts than the latter.

The above development serves the purpose of smoothening traffic at intersections. Reduction of accidents to both pedestrians and vehicles, gives large economic benefits to the nation. However there exists a risk of more severe accidents than earlier, due to high speeds at these intersections. There can be very considerable reductions of property damage and lightly injured accidents at intersections under the new scheme compared to the existing situation, where speeds are less and accidents are less serious. But there can be some fatal and high property loss accidents due to the improved road capacity under high speeds. A sample survey for a model road intersection can be conducted either by implementing one, or using an existing intersection of one-way nature, if available. This may take some time and will require extended time to have higher accuracy desired for the analysis. The social cost due to accidents can also be eliminated by the improvements to intersections which indirectly contribute to reduce the mental stress of road user. The road user should be able to get due notice about the direction of flow in advance to avoid severe accidents at these intersections. There is a tendency to have more accidents between pedestrians and vehicles at left lanes. By providing pelican crossings with automatic signals, the situation can effectively be dealt with without causing delay to vehicular traffic. However the number of accidents will be reduced proportionately with the reduction of conflicts at one-way intersections.

At signalized intersections, the number of phases needed is reduced due to introduction of new system, where timing can be adjusted to cater to large flows within a short time, efficiently. The phase time will be reduced and green time will be given more frequently than earlier. The waiting time for a unit vehicle becomes less under the new situation, as the average delay becomes less of both of the above conditions now. If the intersection is fully uni-directional, then the right turns are eliminated so that conflicts during the phase of green time for both through and right turn will not take place. Also the need for a right lane does not arise as both lanes are being used one-way. These characteristics at One-way intersections will help to make use of the Uni-road signalized system easier by having an integrated signalizing system in the intersections within the selected region. This would have been more difficult or complicated in the existing two-way intersections.

55 The average delay could be reduced further with this kind of traffic

management technique. Automated signals at Pelican Crossings can bey introduced to pedestrian crossings at intersections to minimize averagfe- delay to vehicular traffic. \-.

The intersection at Union place / Dawson Street can be taken as an example. The intersection of both One-way/Two lane made out of combination of Loop 3 and Loop 6. With the above system, only one right turn is available from Town Hall direction along Union place road towards Vauxhall Street along the Dawson Street. Only one left turn is available from Dawson Street to Slave Island direction along Union Place. The intersection can be operated using only two-phase system at higher frequency of signal timing. It is also useful to combine this intersection with the two signalized intersections at Slave Island area to function together under the concept of Uni-road traffic signal system.

More Traffic Police intervention has to be called for to maintain traffic order at peak hours at un-signalized intersections. This also becomes a requirement even at signalized intersections due to heavy demand of turnings by traffic of mixed compositions. When a one-way traffic scheme is introduced, the intersection does not have to cater to the same amount of turnings as previously. The traffic situation would become smoother though there are more turnings to the right as well as through, but the number of turnings to different directions will be reduced and the need for additional traffic management by Police involvement does not arise here. This is a saving of manpower and resources that can be utilized for other important tasks.

There is a saving by reducing the number of signal posts and lights compared with the two-way intersections. Less confusion to road user and frequent on and off signalling will be the result. Most of the

5f> pavements at intersections get damaged before it reaches to its lifetime while the other parts of the road pavement remain in good condition. The above is due to lateral forces developed due to change of direction of flow. The effect is more for left lanes as the turning circles are small and those forces are high compared to right turns, which has large curvatures. The damage to pavement by lateral friction will be reduced at one-way intersections by not having left lanes. But there is a tendency to have more vehicles turning to right than in two way intersections. This will cause damage to the pavement by rutting on wheel paths at these turnings.

With all these negative aspects, there is considerable saving at One-way intersections compared with Two-ways. This was not quantified in the research analysis due to non-availability of survey data (turning movements). Generally, the turning movements are done by Colombo Municipal Council for signalizing intersections as they are the authority for installation and maintenance of these traffic signals. However data required for the analysis was not available at CMC. This analysis could have been more effective if these data were available as comparisons could be made in both cases. If the sample turning movements were available, then the diversion of restricted turnings could have been found, so the area or the next intersection which occupied these volumes could be identified. With those values the extra volumes changed due to a One-way system could be found so that the effect could be justified accordingly. Even though the above procedure has not been followed, one could justify the benefits that the One-way system generates at intersections. This analysis hp? not been included in the economic analysis however. No roundabouts are taken for analysis, as there is not much of involvement of these within the study area concerned.

57 With all the matters discussed in this section, it is reasonable to assume that there is a reduction of travel time at intersections in addition to travel time savings due to the One-way system itself. This can be considered as a positive factor if a necessity arises, to forward proof of benefits when it is going to be marginal by other factors. CHAPTER VI

6.0 ECONOMIC COST AND BENEFITS OF THE PROJECT

The one-way traffic system was introduced to 21 kilometres at the commencement of the project. Out of these link lengths, 3 kilometres were rejected due to adverse effects to the network improvements. The remaining eighteen [18] kilometres of road links of One-way gave the benefits. The system outputs are 10316kms/day of Vehicle Kilometre savings and 502hrs/day of Vehicle Hour savings. All the economic benefit calculations are based on these savings. However the benefit of savings to Vehicle Hours and Vehicle Kilometres due to intersection improvements has not been included in the above figures. There are countable as well as uncountable benefits such as some social and environmental benefits. These can be evaluated by its quality but not by quantity. The benefits of quality wise improvements will be discussed separately for clarity.

6.1 COST COMPONENTS OF THE PROJECT. The cost of the project is basically the civil cost for capacity improvements of the links in the area concerned. These are extracted under some assumptions considered by inspection of the site as an average. Percentage improvements are adopted here reasonably, depending on the present level of the road conditions. An Engineer's estimate was prepared with the breakdown of items included under t road work, drain, walkways, shoulders, general items, provisional items etc,. The quantities for above sub items are given as percentages for convenience. Different items were given different percentages depending on the present facilities available and the need for a level of improvement. But the sub items have been selected in micro levels to increase the accuracy at unit levels. General items needed such as Road

5<) Signs, Pedestrian Crossings, Lane Markings, Guard Rails are estimated proportionately to the length of the road links. The items that were difficult to quantify were given as provisional sums and valued under that basis. This included items such as demolition of structures and shifting of services. Existing open drains have been provided with cover slabs to increase the walkway capacity so that interference to vehicles by pedestrians could be eliminated. The estimate does not include any consultancy fee for supervision during the construction. This can be assumed as an economic benefit by creating job opportunities among the technical personnel. The summary of estimate is given in Table 6.1 as an average cost per kilometre depending on the selected fifty-five (55.3kms) kilometres in the area concerned for a One-way traffic system.

Table 6.1- General summary of civil cost per kilometre of the project. Amount Item Description Rs. Cts. BILL NO 1 Road Pavement Work 442,865.00 BILL NO 2 Drains/ Walkways/ Shoulders 1,657,775.00 BILL NO 3 Road Signs and Markings 1,575,000.00 Provision for Demolition and shifting of BILL NO 4 1,750,000.00 services SUB TOTAL 5,425,640.00 10% CONTINGENCIES 542,564.00 TOTAL OF BILLS 5,968,204.00

The unit cost for improvement of one-kilometre is nearly six million rupees. The total estimated cost is three hundred and thirty million rupees. The project cost was estimated for fifteen years, and maintenance cost also had to be included here. It was assumed that five percent and ten percent of the capital cost would be included at the end

CO of five years and ten years as the maintenance cost of selected roads respectively. These costs are sixteen million rupees and thirty three million rupees respectively. Then the total cost for the lifetime of fifteen years was estimated as three hundred and eighty million rupees.

6.2 BENEFIT CALCULATIONS. The benefits of the project are identified as savings in passenger travel time, value of freight transport time, savings in fuel, vehicle- operating cost, accident cost and in emissions as quantifiable benefits. There are qualitative benefits as well, such as reduction of environment degradation, social benefits by having improved environment, stress reduction of road users by improved traffic conditions, reduction of health hazards by reduced emissions, reduced strain due to reduced accidents, more investments and better economic gains by entrepreneurs, easy lifestyles to public etc,. Commercial and administrative activities too, will effectively be improved with the development of transport within the region. The effect is quite significant as it involves the heart of the main Commercial Business District in the country. A smooth traffic situation will help to achieve long life of the pavement as well, by reduced application of brakes by heavy vehicles. The quantifiable benefits are discussed one by one in the next paragraphs. All these benefits were calculated based on vehicle kilometres and hours savings obtained from Transplan data analysis.

6.2.1 SAVINGS IN TRAVEL TIME This is a primary outcome of a transport sector project for any country. The passengers as well as the freight consignees enjoy these savings. Also the transport operators will enjoy this out of savings obtained by savings of vehicle operating cost components.

61 6.2.1.1 PASSENGER TRAVEL TIME SAVINGS Passengers comprise the majority that suffers from traffic congestion in road transport of Colombo City. Next priority is on the goods transport between suburbs. The goods can be transported with adjusted time schedules during the day or night. But the passengers have to stick to certain time schedules to report for their duties in work places. Most of the offices open and close virtually at the same time and there is a huge demand for transport during the peak hours traffic. These cause intolerable delays to different categories of groups in the community at different levels of losses to their day-to-day activities, and contribute to economic loss to the country by a very large extent. This can be defined as value of time (VOT) in rupees, which differs from one group to another depending on the income level of each.

Department of National Planning, Ministry of Finance 85 Planning, September 2001, in "Assessing Public Investments in the Transport Sector" publishes the VOT for each user group. This has been given at 1999 values so that it was first converted to the present year with an assumed interest rate of ten percent (10%) per year. So the present year VOT values could be calculated as shown in Table 6.2.

Table 6.2 - VOT savings for passengers VOT in Urban •0 (Rs.)

Passenger % Classifie i User Group 1999 2003 Volume s Occupancy VOT Rs./Year Car 100.06 146.50 18 2.2 4,881,648.50 Van 51.15 74.89 25 3.5 16,809,277.58 Motor cycle 19.05 27.89 7 1.35 676,117.45 Public Transport 10.83 15.86 8 45 14,642,873.66 All other Motorized Modes 24.61 36.03 2 2 369,714.91 Total 60 47,379,632.10 It was assumed that 60 per cent have passenger vehicle classification of Colombo City traffic. Then out of that 60 per cent a percentage distribution was given for passenger vehicles. Then the VOT was calculated accordingly. The Value of time for each group has been calculated using formulas given in published report (Kumarage, 2001). There are 502 number of vehicle hours savings under the One­ way traffic system daily. So the total VOT savings in rupees per year could be calculated and tabulated as in the Table 6.2. The formula used was as follows.

Total VOT = 365 x Number of Hours savings per day due to One-way x Percentage of Passengers in the group x VOT of the group.

There is a forty seven million rupee saving in passenger travel time as given in the above analysis. This is liable to increase annually with the depreciation of money value and should be considered in project appraisal. To avoid the risk of over estimation of benefits this will be taken as a constant for the design life time. The benefit level depends on the size of the sample, which is feasible in giving savings to travel time. It should not be forgotten that the project could be expanded to get more benefits as required in the future.

The VOT savings does not merely give the time savings that could be used for daily routine work either at work place or business place. There are benefits such as reduction in time stresses, better time management, attention to a task in advance, punctuality so that better controllability to subordinates, reduced idling of resources etc could be gained. All these improve the efficiency of activities in an organization. Reduction of this stress will help to maintain the pleasant social interaction among the staff so that the conflicts in administrative

63 activities can be eliminated. There is a considerable change in high need achievements among the people, which lead to development of a country. This can be used to change the people's attitude so that they themselves are self motivated to demand better transport facilities from operators in the future with the improvements to transport environment.

For example, passengers do not expect smooth travelling by bus as it is not easy in the present traffic environment where the drivers work on congested roads. It is a stubborn fact that bus conductors prefer congestion under oversupply of buses in a bus route even if their vehicle operating cost is higher. This is because they can pick up more passengers who would otherwise travel by the next bus. Passengers never seem to complain under the prevailing traffic congestion and the conductors take this for granted. By having smooth traffic situations, most of the corrupt practices in bus operating and harassments caused to passengers as a result can be eliminated.

However the VOT savings in passenger transport, yield a higher benefit by a traffic improvement project such as this. It is very important here to calculate the benefits accurately and to avoid over estimation.

6.2.1.2 TRAVEL TIME SAVINGS To FREIGHT CONSIGNEES. Freight transport time savings are so very important that they directly affect the supply of goods to customers. Any delay in dispatching a commodity from the place of manufacture to the market will add to the cost. It can be a perishable item such as fish or vegetable, which in the value of demand diminishes with the time consumed in transit. In a situation such as selling building materials in

64 a suburban city a businessman loses his customers by not being able to provide for, the demand on time. So in any case the businessman or the manufacturers have to bear the extra cost due to congestion, for which he is not responsible. There are some items that need refrigeration throughout its life, till consumption. Due to delay caused by an adverse traffic situation, an additional cost for refrigeration has to be afforded by them, other than the additional vehicle operating cost elements. Sometimes there can be damage to goods while being transported by heavy braking in congested traffic. Even though some goods may be covered by insurance schemes, all these costs have to be finally borne by the consumer, and is a loss to a developing country like Sri Lanka.

Distribution and value of commodities of various types have been identified in research done by University of Moratuwa in 1992 under Colombo Traffic Study. The values have been given for year 1999 and these were converted to present year with ten present depreciation of initial value. The cost per Ton on an hourly basis was calculated for convenience of further calculation.

Here it has been assumed that a number of working days per month and working hours per day are 25 and 10 respectively. The interest rate of bank borrowing was assumed to be twenty per cent (20%). The situation is such that interest per hour has to be paid on the capital invested in the business. The amount of Rupees per Ton Hour is taken by multiplying the above value by the percentage distribution for each commodity. An average value for all types of commodities available under transport was calculated as Rs.3.91 per hour. Table 6.3 gives detailed figures calculated under above assumptions.

65 Table 6.3 - Distribution o ' Commodiltie s in Road Transport Type of Urban Cost Per Cost Per Cost/Ton/H % Commodity % Ton Ton our (Rs per Distribution Distrib (1999) (2003) Ton Hr) Cost/Ton/H ution our (Rs per Ton Hr) Tea/Rub/Coco 0.1 150000 219615 14.64 0.01 Agricultural 0.2 100000 146410 9.76 0.02 Other Perishable 0.2 150000 219615 14.64 0.03 Food Stuff 11 150000 219615 14.64 1.61 Forestry Products 1.3 20000 29282 1.95 0.03 Petroleum Chemicals 0.7 15000 21962 1.46 0.01 Building Material 10.8 100000 146410 9.76 1.05 Industrial Output 11.7 100000 146410 9.76 1.14 Empty 50.2 0 0.00 0.00 Average 3.91

There is forty per cent (40%) {Assumed,' of classified volumes in freight transport in the traffic stream of most of the road links in Colombo city. The Capacity of each freight vehicle is given as standard. It was also assumed that all the vehicles were carrying their full capacity during the operation. Sometimes this may lead to an over- estimation. But for the final calculation it is assumed that only 2500hrs are effective for an economically active period for freight in a given year. However it has not been added to the benefit of savings of refrigeration cost, due to lack of accurate data in this analysis. Using above figures obtained as percentage distribution of cost/ton/hour and the formula as shown below, the total freight transport could be calculated per year.

VOT for Freight Transport = Time Saving x Av. Quantity of Freight (tons) x Value of Freight (Rs/ton) x interest rate (p.a.) /2500(hrs/yr)

66 Table 6.4 - Value of Freight Transport Savings User Group Weight % Average Ton * Total Cost (Ton) Classified Classified Hours / Rs/Year Volumes Volumes year Van 0.5 6 645 23643 92344 Small Trucks 10 25 2688 1970272 7695353 Large Trucks (M:axle) 30 5 538 1182163 4617212 Tractors 0.5 3 323 11822 46172 Others 1.5 1 108 11822 46172

Total 40 *10753 12,497,253

* Average volume in selected roads from transplan

Separate calculations have to be done for Refrigeration cost of Perishable commodities. These have to be prevented from deterioration, in maintaining quality of the product being transported. The following table can be used for calculations.

Size of Cost of Refrigeration (Rs. Per Truck hr) Small (2ton) 80 Medium 120 (4ton) 200 Large (lOton)

The economic value of freight transport savings amounts to over twelve million rupees. This can be compared to a construction cost of a single span medium size bridge over a span of 12m. However expanding the project to cover more areas can increase the amount. Better results may be obtained by selecting more congested areas in the city.

()7 6.2.2 SAVINGS IN FUEL This is another aspect of savings generated by a transport development projects. The benefit goes directly to the vehicle owners, but due to reduction of combustion, the environment too gets benefited indirectly. This again is a benefit accrued to society with reduced emissions contributing to a pleasant environment and less medical expenses to the society, As such, it is an economic benefit to all parties concerned.

The savings are calculated on the basis of savings in Vehicle Kilometres. It was found that, there are 10316kms of Vehicle Kilometres saved for 18kms of One-way roads compared with Two-way systems. Present market value of fuel per litre could be used for calculations and the fuel consumption per kilometre was assumed as an average value separately for the type of vehicle. For example, for a car lOOmililitres per kilometre is reasonable for driving in Colombo city. The cost of fuel consumption is dependent on what type of fuel the vehicle uses. In Sri Lanka the majority use petrol or diesel and a few people have converted their cars into LP gas. Accurate data is not available for gas users and it is assumed that they are fewer than those of diesel and petrol. The type of fuel used for each vehicle type is given by its type. The following formula was used for calculations and results are tabulated as in Table 6.5.

Savings in Fuel (Rs/Year) = 365 x Daily Savings in Vehicle Kilometers (km) x % Classified Volume x Average fuel consumption (Ltrs/km) x Fuel cost (Rs/Ltr).

68 Table 6.5 - Calculations of Savings in Fuel Consumption. User Group % Average Fuel Fuel Fuel Cost Classified Consumption cost Savings Volumes (Ltrs/Km) (Rs/Ltr) (Rs/Year) Car 18 0.10 52 3524358 Van 31 0.13 35 5106742 Motor cycle 7 0.04 52 548234 Public Transport 8 0.20 35 2108590 Small Trucks 25 0.13 35 4118341 Large Trucks(M:axel) 5 0.35 35 2306271 Tractors 3 0.15 35 593041 All other Motorized Modes 3 0.10 40 451841 Total 100 18,757,418

There is another component of savings in fuel yielded as a result of reduced delay at intersection. This is not counted here however. It occurs due to the improvement of intersections with reduced a number of turnings by a One-way traffic system. Delay will not be significant compared to Two-way traffic at these intersections. The lesser amount of fuel consumption during this shortened delay time will be a saving to the vehicle owner. This may be considerable with the higher volumes of traffic existing in Colombo city. Another saving in fuel consumption is due to efficient combustion with increased velocities in traffic streams. This is happening at higher LOS conditions in One-way traffic streams. Frequent acceleration, deceleration and, changing gears due to congestion are responsible for higher fuel consumption in urban areas. However, none of the above additional savings are included in the analysis. Only the fuel savings due to reduced travel length (Vehicle Kilometre Savings) has been accounted in above calculations. This

U9 means there are some more economic benefits coming under the project. It can be assumed that any overestimation due to the inaccuracy of the database and software is negated by above benefits, which were not included in the analysis.

6.2.3 SAVINGS IN EMISSIONS Vehicular emissions have obvious negative environmental impacts such as air and water pollution. These are costs that a country has to incur as a result of damage to health and agriculture and consequent loss in productivity. The savings in transport activities create direct benefits such as reduced consumption in fuel and indirect benefits by reducing refinery activities. Greater cost components are involved in air pollution by adding different unfavourable gasses to the environment. Health hazards, damage to building materials by acid rains, unproductivity caused by polluted water and air in the agricultural sector and global warming by carbon dioxide and methane are among the main categories of cost components. Among the health hazards, long term headaches due to inhalation of carbon monoxide, asthma, coughing, respiratory disease, restricted activity, hospitalization and premature death due to particulate material, damage to nervous system, reduced intelligence in children and heart disease in adults due to lead are common. Nitrogen oxide causes damage to the ozone layer so that reduction of crop yields and some health hazards such as coughing and painful breathing prevails. The water pollution from particles being washed in the air creates acid rains produced out of nitrogen and sulphur oxides (Kumarage K.A.S., 2001). Any reduction in emissions helps to avoid or reduce the above losses not only for the country but also for the world.

Department of National Planning, Sri Lanka, gives a summary of grams of pollutant per litre of fuel for various types of vehicles as

70 tabulated in the table 6.6. Here the average fuel consumption is assumed as previously depending on the manufacturer's information for each type of vehicle. Only the calculations were done for savings in vehicle kilometres, which amounted to 10316kms. Other savings by increased velocities by increased LOS, reduced emissions by improved intersections, lesser emissions with eliminated congestion etc, can have considerable economic gains to the user. But these are not included in this economic evaluation.

Table 6.6 - Calculations of Emission Cost Savings User Group % Average Fuel Pollutant Pollutant Classified Consumption Cost Savings Volumes (Ltrs/km) (Rs/Ltr) (Rs/Year)

Car 18 0.10 0.57 38632.39 Van 31 0.13 0.65 94839.50 Motor cycle 7 0.04 0.56 5904.05 Public Transport 8 0.20 0.75 45184.08 Small Trucks 25 0.13 0.71 83543.48 Large Trucks(M:axle) 5 0.35 0.79 52055.83 Tractors 3 0.15 0.79 13385.78 All other Motorized Modes 3 0.10 0.62 7003.53 Total 100 340,549.00

Savings in Emissions (Rs/yr) = 365 x Daily Savings of Vehicle Kilometres(km) x % Traffic Distribution x Average Fuel Consumption(Ltrs/ km) Pollutant Cost by Vehicle Type(Rs/Ltr)

The savings are very small compared to other benefits calculated. The reason is that direct benefits obtainable out of this are very small. However, it is reasonable to think that the indirect benefits discussed above contribute much more to the outcome. Reduction of emissions

71 would lead to a lowering of medical cost, which would result in national economic savings. Since agricultural activities are very much less in Colombo City, the effect from water pollution may not be considerable. But pollution to water by solvents in the air is very considerable, as these greatly affect other areas in the country. Since it is a very tedious task to evaluate these costs, as the data sources are not available so far in our country, this can be assumed as a qualitative definite benefit for evaluation.

6.2.4 VEHICLE OPERATING COST SAVINGS This is a very important component in the transport sector development project as it gives a very high amount of economic benefit to vehicle owners in numerous ways. The benefits are achieved by increased velocity in the traffic stream, reduced wear and tear with reduced traffic congestion, reduced roughness and improved geometry. Also the improvements to technology have an impact on these benefits but are not coupled with infrastructure developments. However, it is only the increased speed and reduced congestion that are the factors that contribute to vehicle operating cost savings of the proposed improvements, as no geometry or pavement improvements are considered in this research.

The VOT savings are based on the number of vehicle kilometre savings, which amounted to 10316kms in this One-way traffic system. Percentages of classified volumes are available. It was assumed that prevailing average velocity in traffic streams is 40km/hr. All categories of vehicles listed below have contributed to the cost of travelling at that speed, up to its percentage contribution of travel time savings. This is calculated as in the formula shown as follows and tabulated in the Table 6.7.

72 VOC Savings = 365 x Daily Savings of Vehicle Kilometres(km) x % Traffic Distribution x VOC at Speed (Rs/km)

Table 6.7 - Calculations of Savings in Vehicle Operating Costs User Group % VOC at Speed VOC Savings Due Classified 40km/hr to Reduced kms Volumes (Rs /Km) (Rs /Year)

Car 18 9.23 6255736.00 Van 31 8.78 10248502.00 Motor cycle 7 2.7 711649.00 Public Transport 8 14.4 4337672.00 Small Trucks 25 11.2 10542952.00 Large Trucks(M:axle) 5 14.14 2662095.00 Tractors 3 21.05 2377812.00 All other Motorized Modes 3 5.84 659688.00 100 37,796,106.00

The VOC savings resulting from junction improvements and increased speeds have not been calculated in the above analysis but will contribute indirectly to savings other than from Vehicle Kilometre savings. However, the vehicle speeds are increased in One-way traffic streams considerably, so that calculations could have been done for improved road links using these speed values.

6.2.5 ACCIDENT COST SAVINGS. This is a huge cost component to the user as well as the country. According to statistics, this costs more than three billion rupees annually. Accidents are at different levels and categorized as fatal, grievous, non-grievous and damage only in Sri Lanka as a third world country. But in developed countries there will be another cost component such as due to conflicts that cause to frighten the user as well. Fatal accidents are the biggest cost component and added to this nature and evaluated depending on the income level of the victims, life

73 insurance policies of the victim etc,. If the victim has been a student, then the cost of the education spent by government up to the date of the fatal accident could be used as a measure to evaluate the loss. The medical cost involved indicates the amount allocated for grievous accidents. This could be collected from hospital records. Property damage is another major component and is evaluated at an accident.

Calculations here are based on accident cost per vehicle kilometre available for year 1999 and calculated for year 2003. Different categories of accident mode consist of different amounts depending on the money value of the damage involved. Out of these, fatal and property damage accidents have shown very high values. The total daily vehicle- kilometres of 17,107,452km/day are travelled by the available rolling stock in Sri Lanka. Savings in vehicle kilometres are 10316km/day due to the One-way traffic system. It was assumed that 20% of these total accidents were happening within Colombo city and that there is a saving of 8% out of 20% due to the introduction of a one­ way traffic stream. The calculations are tabulated in the Table 6.8.

Accident Cost Savings (Rs/Yr) = 365 x Total Daily Kilometres(km/day) x Accident cost per Kilometre (Rs/km) x (20/100) x (8/100)

74 Table 6.8 - Accident Cost Savings Accident Accident Accident Annual Total Assumed 20% is Type Cost Cost Accident Cost happening in (Rs/Km) (Rs/Km) Colombo and in 1999 in 2003 8% Reduction due to One-way

Fatal 0.184 0.27 1,682,157,901.08 26,914,526.42

Grievous 0.027 0.04 246,838,387.66 3,949,414.20 Non Grievous 0.063 0.09 575,956,237.87 9,215,299.81 Damage Only 0.122 0.18 1,115,343,825.71 17,845,501.21

Total 0.396 0.58 3,620,296,352.32 57,924,741.64

There is no provision adopted above for damage due to annually increased accidents due to the increased number of vehicles coming on to the road as a result of high growth rate. Very recent records have shown that this rate of increment has gone up drastically due to several reasons. One main reason is careless driving in the city limits. The awareness of road safety and traffic rules are very poor among the road users. Neglogence in following of rules by most of the road users in congested cities due to busy life styles are also a major reason for accidents. The driver behaviour due to strain in the congested areas can be an obvious cause of an accident. The use of alternative narrow routes due to main roads being congested cause more accidents because of low visibility at these narrow routes. Also an increased number of turns, where drivers are forced to select alternative paths cause accidents. There is considerable relief by this project for the above two causes by reducing congestion and the number of conflicts at intersections. Also, the attitude or the feelings of the users and the strain cause while using the road could be reduced to some extent with the improved LOS by a One-way system. Reduced vehicle kilometres may contribute to the reduction of traffic accidents as shown statistically and used to calculate the savings in the above table.

In addition to all the above quantifiable benefits there are unquantifiable and qualitative benefits that can be obtained out of the project. These were discussed under above topics parallel to related quantifiable benefits as well. Some of the benefits such as savings in water pollution, increase in agricultural crops, reduction of medical costs to the public, increased production of inland fisheries, improvement of environment, improvement of fertility of surface soil by eliminating floating oils, etc could be obtained as extra benefit out of the project. Increased social activities within the pleasing environment and economic growth due to savings may accrue positive benefits due to the introduction of the One-way traffic system.

At present, there is a large number of drivers who choose alternative paths while travelling in Colombo City limits due to inavailability of on-line information and most of the main roads are being congested throughout the day. This forces them to do excessive travelling through alternative narrow paths causing damage to pavements as well as the vehicle itself. This has been proved by giving large amount of vehicle kilometres savings, instead of increasing it, when the One-way traffic system was introduced. Normally when One­ way traffic is introduced, there are additional kilometres forced on drivers to travel, as a result of its characteristics. The savings are assumed to be much more than this, as the negative (additional kilometre travel due to One-way) vehicle lengths may have been balanced by part of the savings here. The net benefits may have gone up rather than what we have calculated as direct benefits.

76 If this is the case, it would be more a congestion related problem rather than a flow characteristics related problem. The same situation can be applied to vehicle-hour savings. This too could have been much more than given in the program and is considered as a hidden benefit. Because of the above reasons one can be sure that the project is still economically more feasible, as it would add more benefits than calculated in economic benefits. The total economic benefits calculated above amount to 175 million rupees per year. This is for the base year, and will be increased with the growth rate of new vehicle stock coming to our roads in the next fifteen years. The economic evaluation is dealt with for fifteen years of project lifetime and will be discussed in the next chapter.

77 CHAPTER VII

7.0 ECONOMIC APPRAISAL OF THE PROJECT

There are positive benefits accrued by the project compared with the cost that has to be incurred for the improvements proposed under the project to achieve these benefits. The benefits themselves are not adequate to evaluate a project due to various reasons. Even though the benefits are gained, the net benefits due to the cost component may be negative or not considerable and the project may not be feasible. This may be overcome by using Benefit Cost Ratio for project appraisal as it gives an idea of project outcome compared with the cost component, or the capital involvement. Further, the economic return by investment cannot be viewed without doing complex calculations, because the Opportunity Cost of capital investment would usually be compared with other options, which give better returns to the investor. It is still useful to analyze the Bank Interest Rates for the present as well as for the future life of the investment and the benefit return period. Due to these reasons, Net Present Value of the benefits (NPV), Benefit Cost ratio (B/C) and Economic Internal Rate of Return (EIRR) are considered as tools in this chapter for further analysis of benefits and costs in project appraisal.

7.1 NET PRESENT VALUE OF BENEFITS Even though the benefits are calculated for the base year, it cannot be assumed that the money value for the same benefits will prevail as a constant in the future. This is due to depreciation of money caused by inflation. So the Net Present Value of benefits varies depending on the depreciation rate and the number of years taken to achieve benefits. The rate of depreciation is assumed to be ten percent (10%) and benefit achievable period taken as fifteen years (design life of

78 the project). Table 7.1 was used to calculate the NPV of benefits for the design life of the project. Table 7.1 - Calculation of Net Present Value (NPV) of benefits. Cumulative Net Year Description Cost (Rs) Benefits (Rs) Benefits (Rs) Civil Cost (330,041,681.20) - (330,041,681.20) 2003 Benefits - 158,814,272.11 (171,227,409.09) 2004 -Do- - 144,376,611.01 (26,850,798.09) 2005 2006 -Do- - 131,251,464.55 104,400,666.46

2007 -Do- - 119,319,513.23 223,720,179.69

Maintenance

2008 Cost/Benefits (16,502,084.06) 108,472,284.75 315,690,380.38

2009 Benefits - 98,611,167.96 414,301,548.34

2010 -Do- - 89,646,516.32 503,948,064.66

2011 -Do- - 1,496,833.02 585,444,897.69

2012 -Do- - 74,088,030.02 659,532,927.71

Maintenance

2013 Cost/Benefits (33,004,168.12) 67,352,754.56 693,881,514.15

2014 Benefits - 61,229,776.88 755,111,291.03

2015 -Do- - 55,663,433.52 810,774,724.55

2016 -Do- - 50,603,121.39 861,377,845.94

2017 -Do- - 46,002,837.62 907,380,683.56

2018 -Do- - 41,820,761.48 949,201,445.04

Total Cost/Benefit (379,547,933.38) 1,328,749,378.42

Net Benefits 949,201,445.04

7.2 NET BENEFITS The commencement of civil work for the One-way traffic system was assumed to be done in year 2003 and will be completed within one year. The economic benefits will be achieved until year 2018 as the return against civil cost. The net benefits are reducing yearly with the depreciation of money value of such benefits. Finally the NPV of total

7«; benefits amount to Rs. 1,328,749,378.42, while total cost is Rs. 379,547,933.38. So the NPV of net benefit is Rs. 949,201,445.04. These benefits are only for eighteen (18) kilometres of One-way roads. This means that at any time there is a possibility to have the benefits increased by increasing the number of One-way kilometres in the One­ way system. These are net benefits that may accrue at the end of its design life.

7.3 BENEFITS COST RATIO. This is the ratio of net benefits to cost adopted for the project. It shows how much of economic benefits can be taken with respect to initial or the capital cost of the project. It simply says what multiple of capital adopted can be taken as a net benefit amount, at the end. Here it is three and half (3.5) times the civil cost, which is considerable as a public welfare, oriented project. This is very important, as there are considerable social and environmental benefits as discussed in previous chapters.

7.4 ECONOMIC INTERNAL RATE OF RETURN. This is the depreciation rate of benefits that makes the amount of benefits to balance with the cost. At this situation the B/C ratio is unity. The net benefits are zero. The investor will have to be very careful at a time where he is investing by borrowing money from Banks. This is the marginal rate that someone can invest without having either profit or loss. Normally, it has to be considerably higher than normal bank lending rates. However, the government considers such a situation for social and environmental oriented projects, even this is not satisfactory. In such a situation, care should be taken to avoid keeping EIRR below the bank rate that gives entire loss out of the project. The difference between EIRR and Bank rate should always be positive.

so However, in this project it has been 45%, which is very satisfactory as an EIRR value. This implies that someone can even borrow money from banks up to 45% interest rate as the capital investment. In reality this should be a non-profit oriented project which gains benefits nationally by investing of public money. It also serves the purpose of encouraging and making use of some planned projects to come into force in the future. In such cases, the money investing could be assumed to be used in the future as a part of the cost for those projects. The Dedicated Bus Lanes and Light Rail Transit (LRT) are among those projects to come next. The One-way system could be used to accommodate these facilities with the improved capacities of those routes. As the One-way traffic system can be expanded or can be applied to any selected loop, the Bus Lanes project can be coupled with it for better results. The benefits can be quantified as passenger travel time savings, low emissions, low VOC etc and may be added to the project appraisal procedure. The project benefits and costs could have been evaluated in micro levels for more accurate analysis but is time consuming due to difficulties in collecting some data. Also there are many unquantifiable benefits, which cannot be combined in appraisal procedure. These are hidden values that have economic outcomes indirectly as a result of the project.

However, this is the yardstick used to measure whether the project should be implemented or not. The feasibility of the project depends on the above three factors. NPV of net benefits is very considerable as it gives a net profit by implementing it. B/C ratio implies the fraction of benefits with respect to the cost. The EIRR gives a very high value to attract the investor for capital investment, without the risk of inability to payback borrowings. The results obtained using NPV, B/C Ratio and EIRR are satisfactory and One-way traffic system selected could be implemented as a project, which is economically feasible and environmentally viable. CHAPTER VIII

8.0 CONCLUSION

The research has given positive results as expected according to the predictable demand, at many of the roads in Colombo City today. All sections of the community (professionals and public) have spoken about One-way traffic as a potential and affordable traffic management measure and a medium term solution for traffic congestion in Colombo City. However, no one has taken steps so far to conduct studies at research level except a very few from the University of Moratuwa. Only a few road links have been converted to One-way without having any feasibility studies by traffic professionals. Those streets still operate favourably but there can be only local links rather than loops which can influence the other road links. It was very easy to handle a large amount of data using computer software that is not easy to process manually. Use of modern technology and knowledge was applied here^v so that the fieldwork could be minimized.

The selection of area was carried out at the very first stage to optimize the results from the research. Most congested areas were selected according to the available data at site. These depended upon the locations as well. The factors such as main roads, bus routes, commercial centers, public places etc, were considered during the selection of One-way direction in loops to avoid any foreseeable conflicts due to the project. This would have been beneficial to optimize the savings in the analysis. The locations of the selected area besides the Beira Lake shown as Set 1 and Set 2 has been mostly engaged in transport activities due to a shortage of road links in between North- East and South-West directions. A huge capital is needed to put bridges over the Beira Lake. It was not advisable to consider the entire area as

82 one set due to some reasons. One is that it would have leid to travelling long distances in One-way if we selected road links surrounding the lake as one loop. It is not feasible to have One-way loops more than three kilometres in urban areas, as it is not attractive. Also these two areas have different levels of traffic congestion and activities where the characteristics are different from each other. Presently the area in Set 1 is little developed in land use allocations as where in Set 2, mixed commercial and transport activities are taking place. The situation has been proved by the output data of different savings levels at two sets of selected areas. The loop combinations within Set 2 give more savings in Vehicle Kilometres and Hours than those within Set 1. This indicates the comparative statement of level of congestion at two places before the introduction of the One-way traffic system. This indicates the importance of giving priority in implementation to One-way traffic systems to the Northern part of the Fort area. Physically it can be seen that the need of a solution for traffic congestion in the afore mentioned area has become a threshold. Again this is another indication of the accuracy level of the Transplan database checked previously with actual data. However the area has been selected from the best locations at very first and this could be expanded further for more benefits.

The use of transplan program and database is assumed to be accurate to a satisfactory level, with the actual surveyed data. However the number of samples are very small compared to the population of the set. So we cannot depend fully on the accuracy derived by only this. More surveys could be done and available traffic data could be used to check the deviation more precisely.

In data analysis, all possible loop combinations were taken into account, so that no mistake could happen, in realizing the outcomes of each combination. The loop combinations were considered one by one

S3 and on a cumulative basis so that it covered the whole set of combinations. It was observed all the time that the Loops 4 and Loop 5 gave negative results with any of the other loop combinations. More adverse effects have been given by Loop 4 compared with Loop5. The difference is huge compared with the savings derived without Loop 4. The reasons are different for each case. In the case of Loop 5, the links belonging to it flows in North- South direction which carries a large amount of traffic at the eastern bank of the Beira Lake. This is the only corridor in that direction, in the vicinity, of more than one kilometer in width. There are two main road links in that direction named 'Deans Road and T.B Jayah Mawatha' which carries main traffic towards and outwards from the Colombo City center. By making these two roads one-way, the system can be totally altered where the effect is not known. The results indicate that the congestion is more after making Loop 5 One-way. This is again proved by the matrix of volume change that indicates the level of imbalance of traffic volumes due to a One-way traffic system. This situation occurs at loops where the distribution of traffic changes drastically due to different capacities in different road links that are affected by the One-way loop. If there had been another road link parallel to these two roads at close proximity, the loop could have been favourable according to the characteristics of One-way traffic systems.

The One-way Loop 4 has a different and most severe adverse effect on the system after adopting One-way traffic. It is observed that the layout of the road links connecting the Loop 4 focuses to a center point at Town Hall. This focal point handles main traffic volumes from more than five directions. These traffic volumes are very strong and flow at peak directions with a percentage of directional split at around 30/70 at peak hours. So it was not easy to select the road links, to avoid the unequal distribution of traffic within the selected loops and other

84 affected areas. Also the road links in the area are not in grid form, that gives favourable and positive results in One-way traffic systems.

Another reason may be the land use pattern in the area and related transport activities. A large number of public institutes, hospitals, schools are found within this area so that the traffic generation is different from other commercial areas which carry distributed traffic throughout the day. A public place such as this has a quantum nature of traffic generation and large attraction occurs within short time durations. In a situation like this we have to be very careful in adopting One-way traffic systems to selected road links. The reason is that the random peak flows due to the above reason can lead to capacity reductions at certain road links so that it can totally affect the whole system adversely. In a situation like this we have to consider local connections of links after identifying the problems to suit the situations. Also the loops can be made small so that the problems can be identified locally and easily rather than in large loops. However the One-way loops are kept to a minimum in length(less than 3km) to avoid these problems as well.

The output of the comparative statement gives 10316km and 502hrs of savings for a One-way system. In normal circumstances this would never happen and instead it could lead to excess travel distances and hours. Let me explain the situation here.

Presently the situation is such that the road links everywhere in the selected areas undergo heavy traffic congestion even at off peak hours during the day. Due to this reason the drivers (road users) have selected alternative paths, which are even longer than the normal ones. That is, the destination is selected through many paths. The selection depends on the congested levels of different alternative paths. The interest to travel on certain alternative paths is depends on the traffic conditions that he has experienced previously. Even though this is true, it may not be the same throughout the month. It may change daily and the user does not get any online information of the situation. It may cause more travel and more kilometres daily when he happens to find alternative paths during his journey. This is what happens to many users who are commuting to Colombo city. There is an entire indirect effect on traffic congestion of main road links, today. Therefore this may be eliminated by the introduction of a One-way traffic system to the area so that those commuters will now select main roads and the shortest paths for their journeys. There are a number of such commuters travelling to the City daily, so that the cumulative effect is very high. This is why we get such a large amount of savings in Vehicle Kilometres as well as Vehicle Hours after introduction of a One-way traffic system.

The above figures should be even greater than that. Because, most probably the One-way traffic itself creates more Vehicle Kilometres. If it is so, this value should have been cancelled by part of savings during the analysis due to reduction of congestion at One-way links. That means the One-way system gives benefits indirectly, through reduced congestion in the selected area. This shows the benefits are more than that calculated here and will be a positive aspect to prove the feasibility of the project. A separate method of analysis should have been followed to evaluate these additional savings that were hidden due to balancing with the excess travelling because of the One-way traffic system. However this has not been included in the benefit calculations where it can lead to have more values in economic analysis.

The savings gained by adopting all loops (except loop 4 and loop 5) together are more than the total savings when loops are considered separately. This means that the re-distribution, of traffic among the

86 adjacent links, acts favourably to the system to reduce the congestion. Some imbalanced traffic originated due to a One-way loop absorbed by the adjacent loop so that the total savings were increased. To have a favourable situation like this, correct layout and the flow directions should be chosen carefully at the early stages. This can be further improved by selecting micro level loop combinations rather than going for large loops. The only restriction is that handling of a large number of combinations is tedious and time consuming. So this can be done only if there is a need for making some specific roads 'One-way' due to other reasons.

The calculations have been done only for main items such as travel time savings, freight transport time savings, vehicle operating cost savings accident cost savings etc. There is a considerable amount of savings out of them. But there are other quantifiable items of savings such as perishable food item transport, reduction of medical cost to road user, inefficiency at office work due to air pollution and noises at roads, congestion cost related to braking and acceleration, accident cost due to high strain levels of drivers etc, which have not been taken into account here. Also there are other benefits (savings) which are unquantifiable such as improved social activities, improved environment, positive attitude of road users about the authorities, user satisfaction, increased qualities of business activities etc could have increased the benefits of the project. There are indirect effects from the project such as revenue increase of the entrepreneurs at affected areas by increased commercial activities, increased efficiency of institutions lead to increased productivity, improved environment will result in increased crops for agricultural output etc. None of the above matters has been considered for economic evaluations but have positive gains due to the project. So the project would have been given even higher EIRR which is now being an attracted value even without those benefits.

87 It was not possible calculate savings in junction delays at signalized intersections during this research, due to time constraints to data collection. This could have been done after collecting data such as signal timing, number of phases of existing signals, number of phases after making One-way for each intersection involved with the One- way system. It is obvious that the delay at signalized intersections would be reduced with the One-way traffic as it reduces the number of turnings. Also due to reduced turnings at intersections, the conflicts are less. It makes it easy to right turners as direct conflicts are minimized. All these matters can be considered as positive benefits of the project. These benefits have not been included in the economic analysis. But it is assumed that this could have been included in Vehicle Hour savings in addition to normal savings calculated using Transplan analysis.

It was observed that most of the Colombo City Roads have not been provided with convenient pedestrian facilities. Due to this reason, there is a considerable tendency for traffic congestion to be created on roads. People are accustomed to using the carriageway as their walkway, so that the capacity for vehicle flow drastically reduces. Pedestrian crossings at improper places, lack of maintenance of road markings, non availability of road signs has contributed to traffic congestion. This has been addressed to some extent by adopting a civil cost to improve pedestrian facilities on selected and surrounded One­ way road links. The facilities included here are widening of paved walkways, shifting of service poles that are already obstructing the walking areas, cover slabs for uncovered drains, making the pedestrian crossings and erection of sign boards etc. However, even the walkway capacities are increase d in order to reach the demand, sometimes these spaces are taken by vendors for their business activities. This has been more of a political problem rather than a need of business in those

88 areas. An example is the unauthorized temporary buildings on walkways on both sides of Olcott Mawatha approach to Fort Railway Station. Proper maintenance is required by respective authorities to avoid aforesaid situations.

The One-way traffic system can be recommended as a medium term solution to traffic congestion, which can be implemented with the least cost among a number of alternatives. This may facilitate the proposed projects such as LRT and dedicated Bus Lanes allocating space within the road corridor, which are in research stages at the moment. This research was given positive results, that proves further, the need of a One-way system as a solution to the traffic congestion in Colombo city. There is a greater tendency to implement this system to loops Set 2 as it has shown a larger potential. However both Sets (all selected loops) can be implemented at the same time which is affordable to bear the civil cost and to maximize the outcomes. The project can be expanded in stages while the outcomes are proved after implementing these selected loops system. At the moment it has become a national need, to have effective and efficient transport facilities, within the main city of Sri Lanka. REFERENCES

1. Baerwald John Edward., "Transportation and Traffic Engineering Hand Book", Institute of Traffic Engineering, USA, 1976, 75 - 97, 680, 312 - 318.

2. C.A.O Flaherty, "Traffic Planning and Engineering", Edward Arnold Publishers, London, 1986, 90- 102, 170- 180.

3. C.H Oglesby, "Highway Engineering" John Wiley & Sons, New York, USA, 1982, 60 - 66, 380 -384.

4. G.R Wells "An Introduction", Traffic Engineering, 1970, 63 - 75.

5. Kumarage K.A.S., "Assessing Public Investment in the Transport Sector" Department of National Planning, Ministry of Finance and Planning Colombo, Sri Lanka, September, 2001, 62-86,.

6. R.J Suiter, "Highway Traffic Analysis and Design", University of Bradford, 1983, 250 - 258, 342 - 348.

7. Special Report, "Highway Capacity Manual", Transportation Research Board, National Research Council, Washington, D.C.1995. Appendix I Selected One way Roads and their Direction of flow Loop Link Name No Directio n o f Flo w Roa d N o Sectio n N o N o Star t Nod e N o En d Nod e Loop 1 661208 661209 A000 10 Kolupitiya-Sri 1 Jayawardanapura 661209 661202 20 -Do- 1 661202 661265 A006 01 Dharmapala Mawatha 1 661265 661223 10 -Do- 1 661223 661276 11 -Do- 1 661282 661219 Mill 10 W.A.D Ramanayake Mw

Loop 2 661222 661264 A090 10 Perahera Mw 1 661264 661204 20 -Do- 1 661205 661260 A108 10 Nawam Mawatha 1

Loop 3 661282 661283 M143 10 Hunupitiya Wewa Rd 1 661283 661298 M101 10 Sri Jinarathana Rd 661298 661284 M149 10 Dawson Street 1 661284 661285 M144 10 -Do- 1 661285 661271 M106 10 Vauxhall Street 661271 661299 M069 10 Hyde Park Corner 1 661299 661266 20 -Do- 1 661266 661282 Mill 20 W.A.D Ramanayake Mw 0

Loop 4 661213 661214 M077 40 C.W.W Kannangara Mw 0 661214 661215 30 -Do- 0 661215 661281 M064 10 F.R.Senanayake Mw -=•1-. 661281 661213 M006 30 Dharmapala Mw /t^Sx 661213 661218 M005 20 Union Place V 0 \ 661218 661271 10 -Do- 661271 661299 M069 10 Hyde Park Corner i ^ 661299 661266 20 -Do- •T>V>'

Loop 5 661218 661255 M007 10 Darley rd 1 661255 661293 20 -Do- 1 661293 661286 30 -Do- 1 661286 661287 M145 10 Dewanampiyatissa Mw 1 661287 661292 M009 15 Deans Rd 1 661292 661256 20 -Do- 1 661256 661213 30 -Do- 1 661213 661218 M005 20 Union Place 0

I Loop Link Name No Directio n o f Flo w Roa d N o Sectio n N o En d Nod e N o Star t Nod e N o Loop 6 661271 661284 M005 03 Union Place 0 661284 661270 02 Union Place 0 661270 661217 01 Union Place 0 661217 661220 M093 10 Riffle Street 0 661220 661221 M083 10 Malay Street 0 661221 661273 A004 20 CRWB rd 1 661273 661217 21 -Do- 1 661273 661272 M074 10 Kew Rd 1 661217 661272 20 -Do- 0 661272 661285 M106 20 Vauxhall Street 0 661285 661271 10 -Do- 0

Loop 7 661245 661244 A001 30 Colombo- Kan dy 0 661245 661246 M075 10 Lotus Rd 1 661246 661241 M084 10 Main Street 1 661241 661242 M063 10 Front Street 1 661244 661247 M107 10 York Street 1 661247 661245 M112 10 Chatham Street 0

Loop 8 661275 661239 A001 51 Colombo-Kandy 1 661274 661275 M062 10 E.W Bastian Mawatha 1 661280 661257 M060 20 Dam Street 0 661257 661240 10 -Do- 0 661240 661288 M084 30 Main Street 0 661288 661241 20 -Do- 0

Loop 9 661241 661289 M085 20 N.H.M Abdul Cader 0 Rd/Sea Beach Rd 661289 661258 10 -Do- 0 661290 661263 M147 10 Andual Street 1 661263 661240 M092 10 Rathanajothi 0 Saravanamuttu Mw 661240 661288 M084 30 Main Street 0 661288 661289 M146 10 China Street 1 661288 661241 M084 20 Main Street 0

7 Link Name 3 0 r § Direction of Flow Section No Road No End Node No Start Node No »—» Loop 10 661263 661235 M092 to o Rathanajothi Sarawanamuttu Mw o 661234 661233 M068 co o Hulftsdorf Street 6 o 661233 661279 to o

661234 661200 M081 to o New Moor street i D o 661200 661257 t—* o

661279 661280 M060 CO o Dam Street 1 661280 661257 to o O o o o o o o o 661263 661240 M092 o Rathanajothi Saravanamuttu Mw i—• Loop 11 661235 661230 AOOl 00 o Colombo-Kandy >—> 661231 661234 M079 i—> o M.J.M Lafir Mawatha Appendix II

List of Priority Basis Loop Combinations as amount of Savings

Item Vehicle Kilometers / Day Vehicle Hours / Day No Loop Savings Excess Loop Savings Excess Combinations Combinations 1 L8L11 5338 - L8L10 272 - 2 L9L11 5156 - L9L10 227 3 L8L10 3765 - L7L9 183 - 4 L9L10 3664 - L1L8 183 - 5 L6L9 3384 - L6L8 176 - 6 L7L9 3335 - L1L9 173 - 7 L1L9 3323 - L7L10 172 - 8 L2L9 3095 - L6L9 169 - 9 L8L9 3078 - L8L9 168 - 10 L3L9 3071 - L7L8 166 - 11 L6L8 3064 - L2L8 145 - 12 L7L8 3053 - L1L10 142 - 13 L1L8 3038 - L3L8 141 - 14 L7L11 3010 - L2L9 134 - 15 L2L8 2812 - L3L9 130 - 16 L3L8 2789 - L3L10 124 17 L10L11 2769 - L6L10 116 18 L1L11 2740 - L8L11 105 19 L6L11 2640 - L2L10 103 - 20 L2L11 2517 - L1L6 88 - 21 L3L11 2494 - L1L7 72 - 22 L7L10 1699 - L6L7 70 - 23 L1L10 1488 - L9L11 56 - 24 L2L10 1266 - L1L2 37 - 25 L3L10 1246 - L1L3 35 - 26 L6L10 1173 - L10L11 28 - 27 L6L7 808 - L3L7 25 - 28 L1L7 681 - L2L7 22 - 29 L2L7 474 - L2L6 8 - 30 L3L7 437 - L2L3 - 6 31 L1L6 266 - L7L11 - 10 32 L1L3 383 - L1L11 - 16 33 L1L2 239 - L6L11 - 27 34 L2L3 33 - L3L6 - 35 35 L2L6 - 41 L2L11 - 55 36 L3L6 - 171 L3L11 - 59 Appendix

Improvements To Level of Service By Improving Road Sectional Elements After Introducing One-way Traffic system Capacity After Capacity at Existing Start Node End Node Improving Road Road Num Situation Num Num Sectional Elements V/C LOS V/C A000 661201 661202 0.363 B 0.236 A000 661202 661209 0.094 0.089 A000 661209 661208 0.052 0.049 A000 661208 661210 0.139 0.090 A000 661210 661211 0.167 0.109 A000 661211 661316 0.242 0.239 A001 661250 661243 0.218 0.142 A001 661243 661244 0.223 0.145 A001 661244 661245 0.116 0.110 A001 661245 661242 0.381 B 0.247 A001 661242 661275 0.341 B 0.221 A001 661275 661239 0.155 0.145 A001 661239 661240 0.545 D 0.539 A001 661240 661297 0.416 D 0.412 A001 661297 661235 0.368 D 0.364 A001 661235 661230 0.095 0.089 A001 661230 661229 0.240 0.156 A001 661229 661338 0.221 0.143 A002 661243 661203 0.201 0.130 A002 661203 661206 0.170 0.110 A002 661206 661201 0.274 0.178 A002 661201 662017 0.268 0.174 A002 901201 901204 0.425 B 0.276 A002 901204 901203 0.306 0.199 A002 901203 901202 0.228 0.148 A002 901202 901302 0.486 D 0.481 A004 661244 661262 0.292 0.190 A004 661262 661221 0.185 0.120 A004 661221 661273 0.068 0.064 A004 661273 661217 0.073 0.069 A004 661217 661260 0.320 0.207 A004 661260 661268 0.273 0.177 A004 661268 661267 0.292 0.190 A004 661267 661222 0.360 B 0.233 A004 661222 661219 0.367 B 0.238 A004 661219 661223 0.317 0.206 A004 661223 661209 0.353 B 0.229 A004 671001 671201 0.399 D 0.395 A004 671201 671204 0.418 D 0.414 A004 671204 671203 0.391 D 0.387 A004 671203 671207 0.091 B 0.090 A004 671207 671202 0.071 0.071 A004 671202 671208 0.138 B 0.136

1 of 5 Appendix

Improvements To Level of Service By Improving Road Sectional Elements After Introducing One-way Traffic system Capacity After Capacity at Existing Start Node End Node Improving Road Road Num Situation Num Num Sectional Elements V/C LOS V/C LOS A005 610501 611205 0.256 0.253 A005 611205 611206 0.325 0.322 A005 611206 611204 0.259 0.256 A005 611204 612001 0.194 B 0.192 B A005 612001 612201 0.107 B 0.106 A007 671203 671205 0.372 D 0.369 A007 671205 671206 0.357 0.353 A007 680302 681201 0.133 B 0.132 B A113 611206 611203 0.268 0.265 A113 611203 611202 0.250 0.247 A113 611202 611201 0.246 0.244 A113 611201 612002 0.143 B 0.141 B A113 612002 612704 0.123 B 0.122 B A113 612704 612702 0.140 B 0.138 B A136 901210 901209 0.161 B 0.160 B A145 671202 671204 0.178 B 0.176 B B037 901204 901205 0.118 0.077 B041 901210 901202 0.180 B 0.178 B B079 471001 471201 0.115 B 0.113 M003 661227 661262 0.134 0.087 M004 661232 661224 0.218 0.141 M004 661224 661226 0.290 0.188 M004 661226 661228 0.982 0.637 M004 661228 661332 0.207 0.134 M004 661332 661310 0.245 0.159 M005 661217 661270 0.073 0.069 M005 661270 661284 0.063 0.059 M005 661284 661271 0.064 0.061 M005 661271 661218 0.163 0.153 M005 661218 661213 0.108 0.101 M006 661202 661265 0.062 0.059 M006 661265 661223 0.065 0.061 M006 661223 661276 0.059 0.056 M006 661276 661269 0.179 0.116 M006 661269 661281 0.178 0.116 M006 661281 661213 0.090 0.085 M007 661218 661255 0.150 0.141 M007 661255 661293 0.126 0.119 M007 661293 661286 0.127 0.119 M007 661286 661227 0.328 0.213 M007 661227 661226 0.337 B 0.219 M008 661203 661259 0.181 0.117 M008 661259 661205 0.148 B 0.146 B

2 of 5 Appendix

Improvements To Level of Service By Improving Road Sectional Elements After Introducing One-way Traffic system Capacity After Capacity at Existing Start Node End Node Improving Road Road Num Situation Num Num Sectional Elements V/C LOS V/C LOS M008 661205 661204 0.165 B 0.163 B M008 661204 661202 0.041 0.038 M008 661202 662051 0.116 0.075 M008 662051 662018 0.107 0.069 M008 662018 662006 0.130 0.085 M008 662006 662007 0.139 0.090 M008 662007 662008 0.113 0.073 M009 661228 661287 0.821 E 0.533 M009 661287 661292 0.300 0.282 M009 661292 661256 0.299 0.282 M009 661256 661213 0.275 0.259 M031 662036 661212 0.294 0.291 M031 661212 661211 0.154 B 0.152 B M056 661249 661248 0.000 0.000 M056 661248 661246 0.266 0.173 M057 661295 661261 0.204 B 0.202 B M057 661261 661298 0.259 0.256 M057 661298 661299 0.211 0.208 B M059 660517 661254 0.124 B 0.123 B M059 661254 661230 0.113 0.073 M060 661240 661257 0.126 0.119 M060 661257 661280 0.054 0.051 M060 661280 661279 0.061 0.057 M061 661213 661330 0.431 D 0.426 D M061 661330 661332 0.223 0.221 B M062 661274 661275 0.067 0.063 M063 661241 661242 0.116 0.109 M064 661281 661215 0.041 0.039 M065 661230 661253 0.144 0.094 M065 661253 661252 0.104 0.067 M066 661212 661315 0.266 0.263 M067 661234 661235 0.131 B 0.130 B M068 661232 661279 0.142 0.092 M068 661279 661233 0.044 0.041 M068 661233 661234 0.057 0.053 M069 661271 661299 0.154 0.145 M069 661299 661266 0.103 0.097 M070 661249 661250 0.000 0.000 M071 661259 661220 0.135 A 0.087 M072 661253 661237 0.149 B 0.147 B M073 661278 661333 0.533 0.346 B M074 661273 661272 0.072 0.067 M074 661272 661217 0.055 0.052

3 of 5 Appendix III

Improvements To Level of Service By Improving Road Sectional Elements After Introducing One-way Traffic system Capacity After Capacity at Existing Start Node End Node Improving Road Road Num Situation Num Num Sectional Elements V/C LOS V/C LOS M075 661245 661246 0.073 0.069 M076 661229 661336 0.170 B 0.169 B M077 661207 661210 0.476 B 0.309 M077 661210 661215 0.485 B 0.315 M077 661215 661214 0.197 0.185 M077 661214 661213 0.223 0.210 M078 661233 661277 0.111 B 0.110 M078 661277 661236 0.105 B 0.104 M079 661231 661234 0.156 0.147 M080 661232 661238 0.218 0.216 B M081 661257 661200 0.137 0.129 M081 661200 661234 0.138 0.130 M082 661268 661261 0.239 0.237 B M083 661221 661220 0.066 0.062 M084 661246 661241 0.097 0.091 M084 661241 661288 0.084 0.079 M084 661288 661240 0.087 0.082 M085 661258 661289 0.043 0.040 M085 661289 661241 0.055 0.051 M086 661239 661238 0.181 0.117 M086 661238 661274 0.101 0.066 M086 661274 661224 0.135 0.087

M087 661226 661278 0.801 E 0.520 M087 661278 661225 0.430 B 0.279 M088 661225 661333 0.151 0.098 M089 661277 661294 0.139 B 0.138 B M090 661222 661264 0.090 0.085 M090 661264 661204 0.055 0.052 M091 661298 661266 0.119 B 0.118 M091 661266 661269 0.216 0.214 B M092 661240 661263 0.047 0.044 M092 661263 661235 0.050 0.047 M093 661220 661217 0.072 0.067 M094 661206 661204 0.122 B 0.121 B M095 661214 661326 0.209 B 0.207 B M095 661326 661328 0.000 0.000 M096 661258 661237 0.108 0.070 M097 661276 661208 0.125 0.081 M097 661208 662025 0.119 0.077 M098 661228 661335 0.252 0.249

M099 661237 661252 0.145 B 0.144 B

M099 661252 660402 0.162 B 0.160 B Ml 00 661230 661231 0.138 0.090

4 of 5 Appendix

Improvements To Level of Service By Improving Road Sectional Elements After Introducing One-way Traffic system Capacity After Capacity at Existing Start Node End Node Improving Road Road Num Situation Num Num Sectional Elements V/C LOS V/C M100 661231 661296 0.401 B 0.260 M101 661298 661283 0.049 0.046 M101 661283 661267 0.154 0.100 M102 661295 661270 0.176 0.114 M103 661240 661290 0.165 B 0.164 M103 661290 661258 0.195 B 0.193 M105 661296 661294 0.399 B 0.259 M105 661294 661236 0.392 B 0.254 M105 661236 661225 0.393 B 0.255 M105 661225 661224 0.105 0.068 M106 661271 661285 0.142 0.134 M106 661285 661272 0.072 0.068 M107 661244 661247 0.347 B 0.225 M107 661247 661248 0.241 0.157 M108 661205 661260 0.058 0.054 M109 661255 661256 0.103 B 0.102 MHO 661293 661292 0.113 B 0.112 Mill 661219 661282 0.088 0.082 Mill 661282 661266 0.091 0.085 M112 661245 661247 0.272 0.177 M112 661247 661250 0.000 0.000 M112 661250 661251 0.000 0.000 M113 661213 661331 0.215 0.212 M143 661282 661283 0.048 0.045 M144 661284 661285 0.091 0.085 M145 661286 661287 0.043 0.040 M146 661288 661289 0.048 0.045 M147 661290 661263 0.077 0.072 M148 661200 661280 0.131 B 0.129 M149 661298 661284 0.086 0.081

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