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CHAPTER 3 DATA COLLECTION 3.1 Railway Network in Sri Lanka Data obtained from SLR related to the rail network is summarized and illustrated in table given below. Table 3.1 Summary of existing Rail Network Rail Line Length No s . Protected Level Km Crossings Main line 291(Colombo-Badulla) 67 Puttalam line 120(Ragama-Puttalam) 152 KV line 59(Colombo- 69 Avissawella) Matale line 34(Kandy – Matale) 11 Coast line 160 (Colombo- Matara) 189 Trincoalee line 70(Galoya – 23 Trincomalee) Batticaloa line 212(Mahawa- Baticaloa) 34 Nothern line 184(Polgahawela- 78 Vavuniya) Total 623 Source: Sri Lanka Railways. Note: Number of level crossings in above table includes only the controlled crossings. 3.1.1 The systems adopted for data collection The data collection in this research involved field visits, surveys, interviews, collecting data from SLR sources, literature reviews etc. Under field visits around 125 rails crossings were observed in Colombo Area, Southern Province, Upcountry Area, Trincomalee District and photographs were taken at locations contributed for delay as well as in good sections (very few). Special attention was given on main line as it involves multi tracks in most of the locations. Evaluation of parameters influencing delay at level crossings. Page 24 of 62 In addition to the photographs, all the important points / issues related to delay and safety such as surface defects, visibility problem, alignment related issues were noted down in each locations. Random interviews were made with road users, residents of surrounding areas, gate keepers, rail passengers and officials of SLR whenever required. In collecting data especially on approaches (to address alignment related issues) to the crossings in order to ensure the starting delay of vehicles just after the rail gate is open (after the gate closer for rail passing) was also noted down. Attention was paid on places where horizontal alignment improvement would have to be addressed. All the data collected were categorized and analyzed. The evaluation results are given under tables 4.1 to 4.4 of chapter 4. In addition to the above data collection made by spending short time periods at each location, another six locations were selected for calculation of estimated delay based on the data collected at each location. One hour period was spent at each location on collecting the travel times of road vehicles on both approaches to the particular track /tracks by employing few personals with stop watches. At the same time travel time of road vehicles in particulars area was measured in order to calculate the average vehicle speed. Steps involved in conducting the survey and calculation part (sample calculation) is given under 4.3 of data analysis. 3.2 Types of Level Crossings in Sri Lanka According to Sri Lanka Railways there are four types of controlled level crossings as follows. • Colour light signaling with automatic barrier. • Electrically operated bell light. • Mechanically operated barriers with semaphore signals operated form cabin. • Manually operated barriers. • Unprotected level crossings. During the surveys and field visits made for data collection, the following types of level crossings were observed in different areas in the country. Evaluation of parameters influencing delay at level crossings. Page 25 of 62 • Fly Overs ( Over Head Bridges) Fly over bridges were observed mainly over main railway lines due to reasons given below. Ragama - This has been constructed as the Ragama Teaching Hospital, Medical Faculty and the Town area are situated just after the railway crossing. Since many trains are supposed to pass Ragama station the rail gates were subjected to kept closed at frequent intervals. According to the hospital sources many deaths were recorded due to the delay at railway gate before the construction of this over head bridge. Dematagoda, Gampaha, Orugodawatta - These have been constructed purely because of elimination of road traffic congestion and reducing the queue lengths accumulated and also to save the time and fuel cost spent on said issue. • Crossings with Signal Lights and Gates This type was observed mostly where the main rail lines intersect the A or B class roads and in town areas and also at places where the road traffic is considerably high. The main purpose is to ensure the safety of road vehicles and pedestrians. • Signal Lights Only In places where installation & maintenance of a gate is practically difficult (due to uneven vertical alignments or at narrow road sections) or the road traffic volumes were considerably low. Eg. D & E class roads. • Gates Only According to the SLR sources as the installation of signal lights are costly at each and every location the different types of gates were introduced depending on the road traffic volume. It was also observed that only light traffic was experienced at those locations. Evaluation of parameters influencing delay at level crossings. Page 26 of 62 • Under Passes Width and the height of these underpasses varied depending on the traffic demand. Some underpasses were restricted for vehicles while the others were for pedestrians. Vehicle underpasses were observed at crossings where the railway embankments were situated at higher level and the roads were to be intersected at lower levels. • Unprotected Crossings These were found mostly in village areas where the vehicle traffic is very low. However it was observed that in safety wise these are still risky. According to the people living in the areas, those unprotected crossing are now being replaced by gates or signal lights in densely populated areas. However warning signs were observed at many locations. 3.3 Details of Surveys and Data Collection 3.3.1 Surveys for Delay issue Gathering of data related to the delay during crossing was the most important activity in this research. Many reports related to safety risks and related issues were found during literature surveys but written information regarding this particular situation i.e. causes for delay at rail crossings when the gate is open is hardly available. Even in countries around the world, very little information /findings were available. Possible data were downloaded from the Internet through Google Earth and Yahoo.com web sites. As such the data collection for this survey took several months as many locations in different parts of the country were to be visited. About 125 numbers of railway crossings of different types were visited and relevant observations and collected data at 42 numbers of highlighted locations involved for delay issue have been summarized and tabled under chapter 4. The pictures of relevant issues are provided for evidence and references (Fig. 3.1 to 3.10). Evaluation of parameters influencing delay at level crossings. Page 27 of 62 3.3.2 Surveys for Risk of safety The objective of railway level crossing safety is to reduce the damages and cost of crashes between trains and road users by the most cost effective means (National railway level crossing safety strategy, Australian transport council- August 2003). With respect to the safety, the following picture series given in Fig. 3.1 shows the safety risk at certain crossing places in Sri Lanka. I II III IV Fig 3.1: Manually operated Rail Crossing at Kapuwatta (Puttalam line) Fig. 3.1 given above shows safety risk and delay observed at a railway crossing at Kapuwatte. There indicates a highly unprotected manually operated rail crossing. The first picture shows the gate keeper was in a hurry in crossing to the other side after closing a gate (LHS). Picture II shows the train was crossing the road just after the second gate (RHS) is closed, but the visibility of gate is not satisfactory. The problem arises during the absence of Evaluation of parameters influencing delay at level crossings. Page 28 of 62 the gate keeper. According to the road users and residents in the area the gate keeper’s service is not available in many occasions at night. It was noted that one of the road vehicle users got down from the vehicle and observed whether there is a danger and then only he crossed the track. Picture III and IV shows that the rail track is on a sharp crest which involves a lot of delay when the track. Picture IV indicates sharpness of the gradient/sag (only a half height of the vehicle could be seen from the other side). The above crossing was one of the most critical railway crossings observed during the field visits. It shows the safety risk as well as causes for delay. From the sample (42 numbers of random locations) the locations influenced for safety were categorized and tabled as table 3.2) 3.3.2.1 Selection of the crossing type According to the Sri Lanka Railway authority sources certain facts (listed below) are considered when selecting the suitable type. • Accident record at the particular location for a certain period. • Road traffic and pedestrian traffic demand. • Road alignment. • Visibility at the particular location. • Land use pattern in the area. • Future regional developments. • Road traffic growth rate. • Funding sources / Availability of budget. • Maintenance/ Replacement capacity. • Public complains. Evaluation of parameters influencing delay at level crossings. Page 29 of 62 According to SLR sources the constructions and plantations are not allowed within certain regularized distance from the crossing centre of the track, but no hard and fast enforcements or penalties are being taken against the violations of the said restriction. 3.3.2.2 Occupational Level crossings The occupational level crossing was the most unprotected type of level crossing found during the field visits. There are supposed to be gates at both sides and kept locked by the occupant and opened only on the requirement of the occupant after ensuring it is safe to pass over. These crossings are provided by the SLR as per the request made by the residence or occupants, subject to the following restrictions.

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