DEVELOPMENT OF A MULTI-MODAL TRANSPORT CENTER FOR SUSTAINABLE URBAN TRANSPORT - A CASE STUDY IN COLOMBO METROPOLITAN AREA -

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1 DEVELOPMENT OF A MULTI-MODAL TRANSPORT CENTER FOR SUSTAINABLE URBAN TRANSPORT - A CASE STUDY IN COLOMBO METROPOLITAN AREA - Hirohisa KAWAGUCHI, Oriental Consultants Global Co., Ltd, kawaguchih@oriconsul.com Yshihisa ASADA, Oriental Consultants Global Co., Ltd, asada-ys@oriconsul.com Shigeyuki SAKAKI, The World Bank, ssakaki@worldbank.org Monyrath KOV, Oriental Consultants Global Co., Ltd, kov@oriconsul.com Junya UMEMURA, Oriental Consultants Global Co., Ltd, umemuraj@oriconsul.com Masahiko FUJIMOTO, Oriental Consultants Global Co., Ltd, fujimotom@oriconsul.com Eiko WATATSU, Oriental Consultants Global Co., Ltd, watatsu@oriconsul.com Kaoru YAMADA, Oriental Consultants Global, Co., Ltd. yamada-kr@oriconsul.com ABSTRACT Motorization is a global trend especially in urban areas in emerging economies. This aggravates local problems of traffic congestion together with environmental problems as well as global issues of climate change with increase of emissions of greenhouse gases (GHGs). However, it should be noted that there are existing intensive railway infrastructures in urban areas in some developing countries such as Colombo, Sri Lanka. In many cases, there has been no significant infrastructure development after the colonial period. These railway lines are often in parallel with urban development corridors. Bus routes are also not connected with these railway lines in terms of location and timing. 1

2 Therefore, this paper proposed a multi-modal transport centre (MMC) development which is affordable, implementable, effective and socially acceptable to alleviate traffic congestion and to reduce emission of GHGs by integrating railway, bus, other public transport services and non-motorized transport taking Ragama railway station in Colombo Metropolitan Area (CMA) as an example. Prior to the design of layout plan, the required facilities that enable mode integration were determined taking into consideration the present and future demand and supply in which the effects of MMC development on the modal shift were incorporated. By incorporating all the facilities and features above, alternate layout plans were prepared. Cost and benefit analyses were also conducted. It was found that the development of the MMC with proper integration between modes of transport would attract more people to use these stations and public transport modes. The modal shift yields significant benefits such as reduction of vehicle operation cost and reduction of CO2 emission. It was estimated that approximately 18,000 ton-co2 can be reduced by the MMC development for 20 years. In all options, the EIRR was over 12%. By allocating a small portion of land in front of the station for commercial development, the project can have a potential to cross-subsidize the development and /or maintenance of the transport function, using the revenue from the commercial floor. This implied possibility of project implementation on PPP basis. Keywords: multi-modal centre, mode integration, greenhouse gas emission factor, developing countries 1. INTRODUCTION In rapidly developing countries, motorization is a common trend. In addition, there is a growing concern over emissions of greenhouse gases (GHGs) from global perspective. There are, however, several obstacles unique to these metropolitan areas in developing countries such as dramatically rapid motorization, financial constraint and institutional complexity (Dimitriou, 2011). Thus, the countermeasures should be affordable, implementable and effective enough to alleviate motorization. On the other hand, it should be noted that there are existing railway infrastructures in urban areas in some developing countries such as Colombo, Sri Lanka and Jakarta, Indonesia (Kawaguchi et al., 2014). In many cases, there has been no significant infrastructure development after the colonial period. These railway lines are often in parallel with urban development corridors. Bus routes are also not connected with these railway lines in terms of location and timing. In this sense, the potentials for transit oriented development are high for these railway corridors. While there are intensive studies focusing on each transport mode such as a bus rapid transit (BRT) (Wright, 2011) and rail rapid transit (Allport, 2011) in urban 2

3 areas in developing countries, the studies focusing on development methodology and case studies on a multi-modal centre which connects several transport modes are scarce. Therefore, the objective of this paper is to propose a multi-modal transport centre (MMC) development which is affordable, implementable, effective and socially acceptable to alleviate traffic congestion and to reduce emission of GHGs by integrating railway, bus, other public transport services and non-motorized transport. Taking two railway stations in Colombo Metropolitan Area (CMA) as examples economic, financial social and environmental viabilities were examined. 2. TRANSPORT IN COLOMBO METROPOLITAN AREA The Western Province of Sri Lanka, with an area of 3,694 square kilometres including Colombo, is the largest province in terms of population in Sri Lanka, a rapidly growing country located at a strategic hub of the Indian Ocean. Sri Lanka s Gross Domestic Product (GDP) per capita in current prices reached 2,920 United States dollars in Sri Lanka is experiencing rapid economic growth after a long conflict. The annual growth rate of the last decade was 6.0% (World Bank, 2014). Colombo Municipal Council (CMC) is the largest local authority in terms of population with 555,000 residents in an area of 40 square kilometres (DCS, 2012). The CMC and surrounding urbanized areas, with an area of 996 square kilometres, are defined as the Colombo Metropolitan Area (CMA) having 3.68 million residents which is 18% of the nation (DCS, 2012). The Western Province accounted for 44% of the Sri Lankan GDP in 2011 (CBSL, 2013). Similar to cities in other rapidly growing countries, traffic congestion in the Colombo Metropolitan Area is getting worse year by year. From 1871 to 1928, intensive railway network were developed in CMA and Sri Lanka including 4 railway lines from the city centre to other provinces. However, it is noteworthy that no major railway line has been developed in the more than 80 years since 1928 and a part of branch lines to the Ports of Colombo were temporarily out of operation. Meanwhile, the share of private modes of transport surged from 26% in 1985 to 42% in 2013 at the boundary of the CMC while the economic activity was somewhat restricted during the conflict in Sri Lanka from 1983 to Although the government had to focus its efforts on reconstruction of the area affected by the conflict, post-conflict economic growth in the CMA was remarkable. The traffic congestion in the CMA is evident during morning and evening peak hours, especially on the seven major radial transport corridors that connect the city centre of Colombo and the suburban cities. The peak-hour, peak-direction average travel speeds on a weekday for 20km sections of the seven transportation corridors are less than 15 km/h. In addition, the population of Sri Lanka is expected to increase from the current 20.8 million to million by 2030, with half of its people living in the cities. Besides concern on urban transport issues, concentration of population and activities in cities also indicates that 3

4 they are important to Sri Lanka s climate change mitigation and adaptation. It is estimated that Colombo city produced 994,543 tons of CO2 in , of which the transport sector accounts for 32% (ICLEI South Asia and British High Commission, 2009). Therefore, the Ministry of Transport 1 of Sri Lanka, therefore, initiated the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (CoMTrans) to find immediate, short, and long term viable solutions for the transport issues in the CMA with technical assistance from the Japan International Cooperation Agency in 2012 (JICA and MoT, 2014; Kawaguchi et al., 2015). In this context, as per the request from the Ministry of Transport, the World Bank has decided to undertake Colombo Low Carbon Urban Transport Study with funding support from the Energy Sector Management Assistance Program (ESMAP). This paper summarizes the outputs of the Colombo Low Carbon Urban Transport Study. (World Bank and MoT, 2014) 3. PRELIMINARY DEVELOPMENT PLAN 3.1 Development Concept To foresee how mode integration between the bus and railway impacts the usage of public transport and the GHG emission, two pilot stations were selected for the feasibility study on a MMC development. The overall concepts adopted for MMC development is to promote the usage of public transport by mode integration of railway and bus. The general concept of mode integration is shown in Figure 1. Figure 1 Development Concept of Mode Integration 1 The Ministry of Transport was reorganized as the Ministry of Internal Transport by merging the functions of the Ministry of Transport and the Ministry of Private Transport Services in January,

5 3.2 Site Selection Ragama station located approximately 13 km north of central station of Colombo and Moratuwa station located 18 km south of the central station of Colombo were selected for the pre-feasibility studies of MMCs. It is considered that mode integration of the 2 stations has a great potential for reductions of CO2 by promoting usage of public transport by improving convenience of transfer for passengers. Taking Ragama station as an example, the development plan and impact analysis results are described in this paper. Prior to the design of layout plan, the required facilities that enable mode integration were determined taking into consideration the present and future demand and supply in which the effects of MMC development on the modal shift were incorporated. It is estimated that the minimum number of bus bays at Ragama station are three and eight bays respectively for arrival and departure. 3.3 Situational Analysis Ragama station is located at the key junction of Sri Lankan railway network. Main Line is a line connecting the Colombo Metropolitan Area (CMA) and the Kandy metropolitan area, the first and the second largest metropolitan area in Sri Lanka. Puttalam Line is a line connecting the CMA and Negombo, suburban city of CMA, Bandaranaike International Airport and Puttalam city, a capital of Puttalam District. These two railway lines marge at Ragama Station. The railway network of Sri Lanka and the sectional daily passenger volume is shown in Figure 2. During morning peak one hour, 10 trains are operated from Ragama station to Colombo Fort station, a central station of Colombo Municipal Council (CMC). The number of daily boarding passenger at Ragama Station is approximately 14,400 passengers according to the Home Visit Survey of the CoMTrans project in The number of peak 3-hour passenger is 4,600 passengers according to the boarding passenger count survey of Colombo Low Carbon Urban Transport Study in Ragama station has good access to the surrounding area through Kandy Road and Negombo Road, major transport corridors of the Colombo Metropolitan Area. From both sides, people can come to the station easily. Additionally, local feeder bus services are also available around the station. Furthermore, there is a proposal to construct the Northern Expressway, which passes near the Ragama Station. It is possible to have a direct access to the expressway by adding a ramp to connect with the station. Under these conditions, Ragama is a suitable location of MMC in terms of the traffic network. 5

6 Source: University of Moratuwa and Sri Lanka Railways Figure 2 Daily Sectional Passenger Volume of the Sri Lankan Railways There is the Ragama Hospital located just east of the station. Since it is one of the largest hospitals in the District, it attracts people. Therefore, pedestrian safety should be secured especially around the station. Because of the increase of population in CMA, Ragama is assumed to develop as an urban centre, and more population will be concentrated in Ragama. Accordingly, Ragama will be a more important city, and around the station will grow as a centre of Transit Oriented Development (TOD). Fortunately, there is a large plot of state land available. It is used as railway related facilities owned by Sri Lankan Railways. It is possible to develop the land as MMC. 6

7 Figure 3 Existing Conditions around Ragama Station Although Ragama Station is an important junction, the station building is obsolete. The station receives the passengers from northern, central, and eastern areas of Sri Lanka. A modernisation of the station facilities is desired. As for the bus terminals of Ragama, there are two terminals at separate locations. One is located just in front of the station on its east side using a gap space between the railway and road. It doesn t have pavement or waiting areas. Because of the mixed and busy movement of the buses and pedestrians, the area is quite unsafe, having a high risk of traffic accident. Figure 4 is a series of photographs of the railway station and the front space. 7

8 Figure 4 Existing Ragama Station and Front Space From the estimation based on the information from bus operators, the daily number of buses operated by direction is illustrated in Figure 5, and the number of buses arriving at Ragama station during the morning peak hour is 25 buses/hour. It can be said that the public transport network service level at Ragama station is high in terms of railway and bus routes and their frequencies. 8

9 Development of a Multi-Modal Transport Center for Sustainable Urban Transport CMA boundary CMC boundary Bus operation Ratio to Zonal Trip Production < 1% 1-2% 2-5% 5-10% 10-15% 15-20% > 20% Handala To Fort approx. 134 Wattala Approx Kelaniya Kelaniya Peliyagoda Ja_Ela Ja-Ela approx Kandana Walisara Peralanda Ragama Ragama Enderamulla Hunupitiya Wanawasala Horape Enderamulla Ragama Walpola Kiribathgoda Ganemulla Bulugahagoda Batuwatta Mahara 846 Kiribathgoda approx Kadawatha Kadawatha approx. 360 Sapugaskanda Kirillawala To Gampaha Yagoda approx Weboda Ragama buses/day 149: Ja-Ela 134: Colombo Siyambalape Junction Udupila Nedun buses/day 26: Gampaha 105: Kadawatha 14: Kiribathgoda buses/day 249: Kadawatha 59: Wattala 884 Figure 5 Daily Number of Buses by Direction at Ragama Station 3.4 Estimation of Demand (1) Without MMC Development The future numbers of transfer passengers from bus to railway were estimated from the existing transport demand forecast models of the CoMTrans Project. JICA STRADA (System for TRaffic Demand Analysis), a comprehensive software package of transportation demand forecast developed by JICA and academia, was employed for the CoMTrans demand forecast model. It enables to estimate base transport demand in 2030 for each link of both road and public transport. It is assumed that the peak hour ratio remains the same as that of the present. In 2035, the estimated peak hour transfer passengers are 1,650 passengers/hour for Ragama station. (2) With MMC Development Potential Passengers Potential passengers refer to those who do not use railway (or who use railway but who are not boarding at Ragama Station) and who may change to the railway using the station after the MMC is developed. Those who walk are excluded. There are three groups of potential passengers considered in this study, and their definitions are described below and illustrated in Figure 6 below: 9

10 Group 1 refers to those who share the same set of origin and destination traffic zones with the current users; Group 2 refers to those who share the same set of origin traffic zones with the current users whereas their destination traffic zones are located within a one-kilometre buffered area from the railway lines. In addition, their existing travel time is greater than 30 minutes; Group 3 refers to those whose origin traffic zones are located not farther than 3km from the stations under study and are connected by bus route for access to the station. Their destination traffic zones are located within a one-kilometre buffered area from the railway lines. In addition, their existing travel time is greater than 30 minutes. Main Transport Mode of Potential Users: Figure 6 Image of the Different Groups of Potential Passenger Expected Transfer Users by Mode Integration Not all potential passengers defined above are expected to shift to the railway after the development of the MMC. To appropriately estimate the expected modal shift, the mode choice model developed by CoMTrans based on the Stated Preference survey data was 10

11 applied to the potential passengers. The estimated peak hour transfer passengers after the MMC development are summarised in Table I. Table I Estimated Peak Hour Transfer Passengers (Bus to Rail) Station Current 2035 estimation 1. Transfer User estimated by JICA- STRADA (w/o MMC) 2. Expected Transfer User (modal shift) by mode integration 825 1,650 1, , Preliminary Layout Plan The objective to be achieved through the design is to integrate the separated bus terminals and the station, which can improve the convenience of transfer and pedestrian s safety. (1) To secure pedestrians safety and provide comfortable transfer: It is requisite to improve the existing pedestrians condition in front of the station, which pedestrians are mixed with bus movement. This dangerous condition should be removed and a separation of pedestrian movement from bus circulation should be achieved. It is a contribution to promote the usage of public transport for the newly created comfort and convenience of the new terminal. (2) To create efficient bus circulation and terminal facilities: Since there is no appropriate space for bus turning and circulation, bus operation is not effectively managed and is the cause the unsafe situation. A proper bus terminal with circulation spaces should be proposed. At the same time, a modern facility of the terminal should be installed for smooth bus operation. (3) To propose a central facility of TOD for future development of the area: The MMC will be a central facility of the area. It has a high potential to develop with commercial facilities and other services. Also, it could have an easy connection to the surrounding public facilities, such as the hospital of Ragama. The development of MMC would be a driver for areal development. Prior to the design of layout plan, the required facilities that enable mode integration were determined taking into consideration the present and future demand and supply in which the effects of MMC development on the modal shift were incorporated. It is estimated that the minimum number of bus bays at Ragama station are three and eight bays respectively for arrival and departure. Further, situational analysis looking at potentials and constraints for MMC development and existing characteristics was carried out. By incorporating all the facilities and features above, alternate layout plans were prepared. 11

12 Figure 7 depicts the preliminary layout plan of Ragama station for Option 2. While two options are prepared, the Option 2 is able to accommodate one extra departure bus bay and requires minimum land area with maximum usage. The preliminary project cost was estimated based on the proposed layout plan. Proposed Bus Terminal Arrival: 4 bays Departure : 8 bays Bus Arrival Area 3 (from Western Direction / Colombo, etc.): 1 bay Bus Departure Area (to all directions; 8 bay) Proposed Station West - Station Building: Main Ticket Gate, Station Office, Waiting Room East Entrance: Ticket Gate Bus Arrival Area 1 (from Northern Direction): 1 bay Bus Arrival Area 2 (from Eastern Direction / Kadawatha. etc. ): 2 bay Parking Car Parking: 58 lots Bike Parking: 45lots Pedestrian Deck For Safe Transfer Image of Shops (Reference: Floating Market at Pettah) Public Plaza Figure 7 Ragama Station Layout Plan Option 2 Commercial Facilities Shopping Mall Shops / Kiosks with Public Plaza Figure 8 Bird s Eye View of Ragama Station Development Plan Option 2 12

13 3.6 Possibility of Architectural Contribution for Low Carbon The building design is also able to contribute to reduce the environmental burden and CO2 emission. There are basic technical ideas which fit to the Sri Lankan monsoon climate, as illustrated in Figure 9. When the MMCs are to be designed, it is recommended to consider these ideas. It is also a contribution for low-cost architecture by reducing the cost of electricity and equipment. (1) Natural Ventilation The western coast of Sri Lanka gets prevailing winds from the Indian Ocean and it is relatively stable. The wind can be used for natural ventilation of a building. It can contribute to creating comfortable interior spaces with less mechanical ventilation and reducing airconditioned areas. Architectural plans and sections should be considered for better air flow. Further study is required for the exact direction of the wind and seasonal changes to use the wind. (2) Solar Photovoltaics Sri Lanka is a tropical island of north latitude 7 degrees. It gets strong sunlight in most of the seasons. Solar photovoltaics are one kind of equipment to utilise solar energy. (3) Roof/Wall Planting Planting also contributes to reducing the environmental burden. Roof planting absorbs heat from roofs and wall planting prevent direct sunlight into rooms. Using both types of plantings will contribute to avoiding high temperatures inside of buildings and reduce air-conditioning costs. Plants are generally durable under Sri Lankan climate, which is humid and has occasional rain showers. Figure 9 Architectural Contribution for Low Carbon 13

14 4. IMPACT ANALYSIS 4.1 Economic Analysis (1) Economic Benefits of the Project Although there are a variety of direct and indirect benefits (quantitative and qualitative) derived from the MMC implementation, generally speaking, the beneficiaries of an improvement of public transport are four groups: public transport passengers, road users in the metropolitan area, landowners around the multi-modal centre, and all of the national and global communities. Passengers of the public transport will receive direct benefit from fast, comfortable and safe transfer at the MMC. Road users, including private vehicle users, bus passengers, and commercial freight vehicle users, can enjoy less congested roads due to the modal shift to public transport. The whole national and global community can receive the benefit of the reduction of greenhouse gas emission, noise, pollutants and traffic accidents. The landowners around the multi-modal centre will enjoy the increase in the value of their properties due to their proximity to the stations. In principle, among those benefits, benefits from savings in passenger travel time cost (TTC) and vehicle operating cost (VOC) are treated as quantitative benefits in economic analysis of urban transportation. In this economic evaluation, the following benefits are estimated as quantitative benefits comparing the with the MMC' scenario with the without the MMC scenario. 1. Savings of Travel Time Cost (TTC) due to the reduction of access distance to Ragama Station for passengers from the western area by providing the new entrance of the railway station on the western side 2. Savings of Travel Time Cost (TTC) due to the reduction of transfer time at Ragama Station 3. Savings of Vehicle Operation Cost (VOC) due to modal shift to public transport The savings of Travel Time Cost (TTC) due to the modal shift to public transport is not included in the calculation as it is estimated as nominal considering the amount of passengers compared with the overall traffic of the CMA. (2) Major Assumptions of Economic Analysis Major assumptions of economic analysis are summarized in Table II. 14

15 Table II Major Assumptions of Economic Analysis Base Year 2014 Project Life Life Period Financial and Economic Costs Discount Rate Foreign Exchange Rate Value of Time (VOT) Vehicle Operation Cost (VOC) 30 years after the start of operating services of the MMC considering the life period of the infrastructures. Life periods of the facilities are estimated as 50 years for civil works, structures and buildings based on the physical life period of the facility. Replacement cost of the facilities is estimated based on its life period. The conversion factor of for the initial investment and for operation and maintenance cost were utilised taking value added tax, other tax duties as well as subsidies from the government into consideration. A discount rate of 12%, which is commonly used in Sri Lanka, is used. US Dollar 1.00 is equivalent to LKR , the monthly average exchange rates of August 2014, according to the Central Bank of Sri Lanka. The shadow exchange rate is not considered. The value of time proposed in the CoMTrans project was converted to the 2014 price. The time values were estimated for high (40,000 LKR per month per household), medium (40,000 79,999 LKR) and low (80,000 LKR or more) income group. The estimated values are 485, 143 and 85 LKR per hour for high, medium and low income group respectively. The unit vehicle operating cost (VOC) is based on previous studies (NPD, 2001). The price was converted to 2014 prices based on the Colombo Consumer Price Index (CPI) of the transport sector. Unit vehicle operating cost is estimated by the representative vehicles and operating speed in 2014 prices. (3) Results of Cost Benefit Analysis The Economic Internal Rates of Return (EIRRs) of the MMC at Ragama Station was estimated at 18.6%. The net present values (NPV) were estimated at million rupees. The cost benefit ratio was This implies that the project is economically viable. 4.2 Estimation of Reduction of CO2 Emissions For the calculation method of GHG emissions, the ASIF (Activity, Share of mode, energy Intensity, Fuel carbon intensity) method was applied. It is the most common methodology, which has been used in the Intergovernmental Panel on Climate Change (IPCC) 5th Assessment Report (Transport), based on a bottom up approach. For each mode of transport, GHG emissions can be decomposed into: 1. Activity and Share of Mode - Vehicle kilometre (number of vehicle*km/day) by vehicle type by travelling speed by modal shift due to the MMC calculated by the demand forecast mentioned in the sub-section 3.4; 2. Energy Intensity - Fuel Economy (MJ/km) related to vehicle and engine design, engine efficiency referred to COPERT (Computer programme to calculate emissions from road transport) 4 Model 15

16 3. Fuel carbon intensity - Carbon Contents(CO2/MJ) by fuel type referred to IPCC guideline Base on the ASIF method, GHG emissions from Road Transport is estimated using the following equation. Vehicle kilometre is set by the transport demand forecast mentioned in the sub-section 3.4. GHG emissions = Vehicle kilometre Emission factor (tco2/year) (vehicle*km/year) (tco2/km/vehicle) Emission factor = Σ (Fuel economy Carbon contents Vehicle number distribution) (tco2/km/vehicle) (MJ/km/ vehicle) (tco2/mj) (% in emission standard period) in emission standard period) The GHG emission factor is estimated using fuel economy by emission standard provided by COPERT 4 model and vehicle number distribution by emission standard, and carbon contents by fuel. COPERT4 is a software tool used world-wide to calculate air pollutant and greenhouse gas emissions from road transport. The development of COPERT is coordinated by the European Environment Agency (EEA). COPERT 4 estimates emissions not only by different vehicle categories but also by type of European emission regulation and by traveling speed of vehicle. In order to evaluate the scenario of transportation system development, fuel consumption by vehicle traveling speed, which COPERT 4 model can provide, is inevitable. Currently Sri Lanka has adopted the Euro 2 emission standard since 2007, which is shown in Figure 10. Vehicle number distribution by emission standard is estimated based on the statistical data of vehicle age distribution and duration by emission standard. Before Conventional Euro1 Euro2 Source: Sugathapala, T., 2011 Figure 10 Emission Standard of Sri Lanka Estimated CO2 emission factors by different vehicle types at different speed ranges are shown in Figure 11 below. It is worth noting that, in COPERT 4 model, CO2 emissions grow slightly as the vehicle speed increases from medium to high; however, it is not as much as the emissions produced at low speed. Based on the emission factors mentioned above, it is estimated that Reduction of CO2 is approximately 18,000 ton- CO2 for 20 years ( ) due to reduction of vehicle-km for modal shifted passengers. This is equivalent to carbon sequestration by 52,137 Kottamba trees assuming carbon sequestration rate of 17.5kg- CO2/year (Sugathapala, 2012). Thus, the unit cost of CO2 abatement with MMC at Ragama stations is 294 USD/ton-CO2. 16

17 Figure 11 CO2 Emission Factor by Vehicle Types and Vehicle Speed in IMPLEMENTATION OF MMCS To implement the MMC from which the mode integration can take place, recommendations were made on two major aspects: operational elements and institutional arrangement. 5.1 Operational Elements to Support Mode Integration Regarding the operational elements for the development of MMC, the following elements are recommended to be implemented to support the mode integration of bus and railway services. Figure 12 Image of Operational Elements to Support Mode Integration 5.2 Institutional Arrangements The current proposed model of institutional arrangement for the development of MMC is illustrated in Figure 13. The close coordination between the Ministry of Transport (MOT) 17

18 together with Sri Lanka Railway Department (SLR) and Urban Development Authority (UDA) of Ministry of Defence and Urban Development (MODUD) is required. MOT and SLR will take the lead to develop a station building, while MODUD 2 and UDA will develop the whole MMC facilities. MOT plays an important role to supervise the design of the transport facilities in order to improve service standards. It is ideal to develop the surrounding areas as TOD, and MODUD and UDA should take a lead for this integrated development. Land sub-division is not preferable for this. In addition, private sector(s) could join as an investor to put additional value. Institutional Arrangements Existing Model Bus Terminal Shopping Mall Station Building Design of Transport Facilities (Service Standard) Supervised by MOT Investment by Private Sector Developed by MOT/SLR Open Space Developed by MODUD/UDA Integrated Development with Surrounding Area by MODUD/UDA Land Sub-division is not preferable. Figure 13 Institutional Arrangements Currently Proposed MMC Development Model 6. CONCLUSIONS Taking Ragama station as a case study of mode integration, layout plans were proposed based on the development concept of MMC. Since passenger transfer from train to bus is just in front of the stations, the transfer distance becomes longer. However, safety is significantly improved and effective bus operation is possible by the development of the MMC when proper separation of pedestrian from bus and vehicle circulation is achieved. It was found that the development of the MMC with proper integration between modes of transport attracted more private vehicle users to public transport. The modal shift yields significant benefits such as the reduction of vehicle operation cost (VOC) and reduction of CO2 emission. It was estimated that 18,000 ton CO2 can be reduced by the MMC development at Ragama station. The EIRR is 18.6%, which is much higher than discount rate in Sri Lanka, 12%; so that these developments are economically viable projects. 2 The Ministry of Urban Development, Water Supply and Drainage took over the function of urban development in January,

19 To ensure that these benefits can be achieved, operational elements and institutional arrangement should be the focal areas for MMC development. Operational elements should ensure smooth transfers (e.g. coordinated time table between bus and railway, common ticket with IC card), safety, comfort, and attractiveness. On an institutional arrangement, the proposed model of MMC should be adopted. Generally, MOT should take a lead for the transport facilities and services, and MODUD and UDA should arrange the whole development together with its surroundings. It is also recommended to secure lands for private development to enhance the attractiveness of the MMC and the surrounding areas. By allocating a small portion of land in front of the station for commercial development, the project can have a potential to cross-subsidise the development and/or maintenance of the transport function, using the revenue from the commercial floor. It is recommended to explore by involving the private sector to design and implement the project on PPP basis. While the designs are prepared to keep social and environmental impact at a minimum, through designing the layout proposal within the land owned by Sri Lanka Railway Department (SLR), the project could still have a small social impact. For example, the proposed design could involve resettling of existing tenants of buildings in front of the stations, and squatters on public land. ACKNOWLEDGEMENTS This paper is based on experience with the Colombo Low Carbon Urban Transport Study by the World Bank and the Ministry of Transport, Sri Lanka. The authors would like to express their gratitude to all the officers of the World Bank, the Ministry of Transport, other Sri Lankan government agencies and the Japan International Cooperation Agency involved in the Study; Dr. Thusitha Sugathapala, Director General of Sustainable Energy Authority; Professor J.M.S.J. Bandara, University of Moratuwa; and all the team members of the Study. REFERENCES Allport, R. J. (2011). Rail Rapid Transit Advances, In Urban Transport in the Developing World, A Handbook of Policy and Practice, Edited by H. T. Dimitriou and R. Gakenheimer. pp , Edward Elgar, Cheltenham, the United Kingdom. CBSL (Central Bank of Sri Lanka) (2013). Economic and Social Statistics of Sri Lanka 2013, Colombo, Sri Lanka. DCS (Department of Census and Statistics, Sri Lanka) (2012). Census of Population and Housing 2011 Enumeration Stage February March 2012, Colombo, Sri Lanka. Dimitriou, H. T. (2011). Transport and City Development: Understanding the Fundamentals, In Urban Transport in the Developing World, A Handbook of Policy and Practice, 19

20 Edited by H. T. Dimitriou and R. Gakenheimer. pp , Edward Elgar, Cheltenham, the United Kingdom. Kawaguchi, H., K. Kuromizu, H. Shiraishi, S. Yagi and T. Wachi (2014). Promotion of Railway Use by Improving Access to Railway Stations in Jakarta Metropolitan Area, In Proceedings of 9th Asia Pacific Conference on Transportation and the Environment, Mount Lavinia, Sri Lanka. Local Governments for Sustainability (ICLEI), South Asia and British High Commission, New Delhi (2009). Energy and Carbon Emissions Profiles of 54 South Asian Cities, ICLEI, [On-line] Available on 23rd February, ssions_profiles_for_54_south_asian_cities.pdf Japan International Cooperation Agency (JICA) and the Ministry of Transport, Democratic Socialist Republic of Sri Lanka (2014). Urban Transport Master Plan, Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs, Final Report. Prepared by Oriental Consultants Co., Ltd., Tokyo, Japan, [On-line] Available on 23rd February, NPD (Department of National Planning), Ministry of Finance and Planning, Sri Lanka (2001). Assessing Public Investment in the Transport Sector 2001, Karunaratne & Sons Ltd., Homagama, Sri Lanka. Sugathapala, T. (2011). Future Emissions Standards and Fuel Quality Roadmap for Sri Lanka, In: Presentation Slides of Workshop on Air Quality and Environmentally Sustainable Transport Organized By Air Resource Management Center (AirMAC), Ministry of Environment, Ministry of Transport and Center for Science and Environment, India. [On-Line] Available on 23rd February, Sugathapala, K. C. and K.A.D.S.B Jayathilake (2012). A Green Area Ratio for Sri Lankan Urban Areas, In: Proceedings of NBRO symposium on Sustainable Disaster Resilient Technologies, Colombo, Sri Lanka. [On-Line] Available on 23rd February, area%20ratio%20for%20sri%20lankan%20urban%20areas.pdf The World Bank (The International Bank for Reconstruction and Development) (2014). Data Bank. [On-line] Available on 1st August, XN?display=graph The World Bank (The International Bank for Reconstruction and Development) and the Ministry of Transport (MoT), Sri Lanka (2014). Colombo Low Carbon Urban Transport Study, Final Report. Funded by the Energy Sector Management Assistance Program (ESMAP), prepared by Oriental Consultants Global Co., Ltd. Wright, L. (2011). Bus Rapid Transit: A Global Perspective, In Urban Transport in the Developing World, A Handbook of Policy and Practice, Edited by H. T. Dimitriou and R. Gakenheimer. pp , Edward Elgar, Cheltenham, the United Kingdom. 20