PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION PROJECT FINAL REPORT

Transcription

1 MINISTRY OF TRANSPORT THE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION PROJECT FINAL REPORT JANUARY 2015 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS GLOBAL CO., LTD. 4R JR

2 MINISTRY OF TRANSPORT THE DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION PROJECT FINAL REPORT JANUARY 2015 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS GLOBAL CO., LTD.

3 US$1.00 = LKR US$1.00 = JPY (Exchange rate of May 2014)

4 Images of Monorail Rolling Stocks and Civil Structures Images of Monorail Station

5 Images of Monorail Station Interior General Route Alignment

6 Outline of the Project 1. Country: The Democratic Socialist Republic of Sri Lanka 2. Project Name: New Integrated Urban Public Transport System Introduction Project 3. Execution Agency: Ministry of Transport 4. Survey Objectives: The transport demand has increased remarkably over the past few years, especially in Colombo Metropolitan Area. Current traffic congestion becomes serious during morning and evening peaks within and around the boundary of CMC and is expanding its area. In order to develop an efficient urban transport network and promotion of a reliable and safe transport system, the urban transport master plan has been formulated under the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (CoMTrans). The master plan prioritised the monorail in Malabe Corridor. This survey, therefore, examine feasibility of the monorail project from technical, economical, financial, institutional and environmental aspects. 5. Survey Contents: On the proposed monorail Line 1 from Kotahena to IT Park at Malabe (21.4 km) and Line 2 from National Hospital to Kollupitiya (2.1 km) with the Multi-Modal Centre at Malabe and Park and Ride Facilities, the feasibility study shall cover the following components. 1) Conduct supplementary surveys 2) Prepare/select design standards for the project 3) Conduct preparatory design of the project 4) Conduct economic and financial analyses 5) Conduct EIA 6) Prepare an implementation strategy 7) Prepare an operation and maintenance strategy 6. Conclusions and Recommendations: (1) Conclusions The monorail system was designed as a technically and economically suitable and effective solution for the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area. The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system. The public corporation might face financial difficulty in case of normal bus fare. However, the public corporation has the possibility to cover the operation and maintenance costs even from the fare revenue of normal bus level in case the public corporation receives the additional revenue from the multi-modal transport hub at Fort/Pettah with Mall-1. Environmental Impact Assessment (EIA) study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal. Social study revealed that impact on agricultural land is relatively high due to land for a depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low. (2) Recommendations Formulation of Project Management Unit (PMU) is required to successfully implement the project smoothly and effectively. Institutional arrangement for monorail operation/management is essential. EIA process should be completed for the implementation of the project. In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project.

7 PREPARATORY SURVEY FOR NEW INTEGRATED URBAN PUBLIC TRANSPORT SYSTEM INTRODUCTION PROJECT FINAL REPORT TABLE OF CONTENTS EXECUTIVE SUMMARY... Executive Summary-1 CHAPTER 1 Introduction Background Scope of the Feasibility Study Structure of Report CHAPTER 2 Corridor and Mode Selection Selection of Corridor Current and Future Perspective of Transport in Colombo Metropolitan Area Proposal of CoMTrans Urban Transport Master Plan Why Malabe Corridor? Route Options Phasing of the Project Selection of Mode Introduction of Transit Modes Points to Be Considered for Mode Selection Why Monorail for Malabe Corridor? CHAPTER 3 Transport Demand Forecast Assumptions and Method of Demand Forecast Overall Methodology Origin-Destination Table Estimation Transport Network Results of Demand Forecast i-

8 CHAPTER 4 Route Alignment and Station Locations Criteria for Route Planning Alternatives Analysis on Route Alignment and Station Locations World Trade Centre (WTC) Area Sections between National Hospital and Borella Sections between Borella and Welikada Sections between Sethshiripaya and Malabe North Section between Armour Street and Kelaniya Route Alignment of Line Location of Kollupitiya Station CHAPTER 5 Monorail System and Structures Outline of Monorail System Outline of Monorail System Rolling Stock Train Operation Plan and Depot Plan Train Operation Plan Depot Facilities Plan and Design for Structures and Facilities General Criteria Design Standards and Specifications Structures and Facilities Location of Station Construction Methods Signalling, Communication and Fare Collection Systems Signalling System and Train Operation Management System Communication system Fare Collection System Power Supply System CHAPTER 6 Project Cost Estimation General Assumption Construction Cost Goods and Services Procured from Japan CHAPTER 7 Project Implementation Schedule Planning of Project Implementation Schedule Procurement Method Construction Package ii-

9 7.1.3 Implementation Schedule CHAPTER 8 Institutional Arrangements and Operation & Maintenance Scheme Transport Administration Implementation Schemes for a New Transit System (Monorail) Organizational Structure for the Railway Sector Operation Scheme Maintenance Schemes Evaluation of O&M Schemes Proposed O&M Scheme Structure of Operation and Maintenance Operation and Maintenance (O&M) Cost for SKYTRAIN Labour Spare Parts (materials) Power Consumption Summary CHAPTER 9 MMC and P&R Development Introduction Development Concept for MMC and P&R Role and Functions of All the Stations Concept of MMC Concept of P&R Layout Plans of MMC Malabe Functional Requirements of Malabe MMC Characteristics of the Site Layout Plan of MMC Malabe Layout Plans of P&R General Concepts of P&R Stations P&R Welikada P&R Sethsiripaya P&R Lumbini Temple Floor Volume and Cost Estimation (MMC+P&R) Floor Area and Cost Estimation of MMC Malabe Floor Area and Cost Estimation of P&Rs CHAPTER 10 Economic Evaluation Overview Comparison of Benefits and Costs iii-

10 With Project and Without Project Assumptions Economic Costs of the Project Economic Benefits of the Project Assumptions for the Economic Evaluation General Assumptions for the Economic Evaluation Basic Calculation of Unit Value for Benefit Estimate Economic Evaluation Estimation of Benefits Cost Benefit Analysis Sensitivity Analysis Economic Evaluation with the Multi-Modal Transport Hub (MmTH) Method of Estimating MmTH Benefits Cost Benefit Analysis Sensitivity Analysis CHAPTER 11 Financial Evaluation General Assumptions for the Financial Evaluation Financial Cost and Revenue Financial Cost Revenue Financial Evaluation of the Project Financial Evaluation with Loan Conditions JICA STEP Loan Evaluation Indicator Financial Evaluation in the Case of Government Operation Financial Evaluation in the Case of Public Corporation Operation The Case Study: Public Corporation Operation of Monorail with MmTH Summary of Evaluation CHAPTER 12 Environmental and Social Considerations Project Component Project outline Location and Study area Environmental and Social Baseline Conditions Overview of the project area Conservation area Social Environment Environmental Policies and Regulations in Sri Lanka iv-

11 National Environmental Act (NEA) No. 47 of 1980, and its amendment Act No. 56 of 1988 and Act No. 53 of Fauna and Flora Protection (Amended) Act (No. 49 of 1993) Flood protection Ordinance (chapter 449) Colombo District (Low Lying Areas) Reclamation & Development Board Act No. 15 of Alternative analysis No action alternative Alternative Analysis in Monorail Route Selection Environmental Scoping Results TOR Development for Relevant Environmental and Social Studies Impact Assessment Environmental Management Plan Monitoring Plan Stakeholder Meeting Land Acquisition and Resettlement Potential Impacts Legal Framework regarding Land Acquisition and Resettlement Scope of Land Acquisition and Resettlement Impact Eligibility, Compensation and Resettlement Package Grievance Redress Mechanism Institutional Arrangements Implementation Schedule Costs and Budget Monitoring and Evaluation Community Participation CHAPTER 13 Findings and Recommendations Findings Recommendations on the Project Formulation of Project Management Unit (PMU) Institutional Arrangement for Monorail Operation/Management Environmental Impact Assessment Resettlement and Relocation Activities v-

12 LIST OF FIGURES Figure Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian Cities.. 5 Figure Public Transport Mode Share and Timing of Transit Investment... 5 Figure Increase of Person Trips by Mode of Transport: Figure Change of Modal Share for Car Oriented Scenario: Figure Entire Transport Network Plan in Figure Components of SKYTRAIN Project Figure Images of Monorail System Figure No. of Vehicles by Mode (Both Directions, 1,000 per Day) Figure Peak Hour Travel Speed of Major Transport Corridors Figure Population Projections to Figure Proportion of Projected Population by Income Level in Western province Figure Short-Term Public Transport System Development Plan Figure Intermediate-Term Public Transport Development Plan Figure Long-Term Public Transport Development Plan Figure Route Alternatives of Northern Colombo Section Figure Access to Railway Stations and Population Density Figure Proposed Route around City Centre Figure Route Analysis of Two Alternatives in the National Hospital and Borella Section24 Figure Route Analysis of Two Alternatives in the Battaramulla Area Figure Daily Sectional Passenger Demand for Public Transport in Figure Proposed Route of SKYTRAIN Project Figure Image of Bus Priority Signalling System Figure Photos of Bus Priority Lanes Figure Photos of Bus Rapid Transit (BRT) Figure Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case) Figure Compromise Cross-Sections with Dedicated Bus Lanes Figure Current Road Width of Arterial Roads Figure Photos of Automated Guideway Transit (AGT) Figure Photos of Monorail Figure Photos of Light Rail Transit (LRT) Figure Photos of Mass Rail Transit (MRT) and Modernised Railway Figure Passenger Capacity and Scheduled Speed of Public Transport Modes Figure Scheduled Speed and Passenger Capacity of Public Transport Modes Figure Image of Slab and Beam Structure vi-

13 Figure Flow of Transport Demand Forecast Figure Population Projections to Figure Person Trip Demand by Region: Figure Hourly Fluctuation of Trip Generation by Purpose at Trip Destination Figure Assumed Hourly Fluctuation of Passenger Demand for Monorail Figure Railway Fare Setting in Sri Lanka Railways Figure Fares of Buses by Distance by Class in Sri Lanka Figure Example of Traffic Volume Capacity Scattered Graph (4-lane Suburban Roads)66 Figure Daily Sectional Passengers of Public Transport in 2020 (Stage 1) Figure Daily Sectional Passengers of Public Transport in 2025 (Stage 1) Figure Daily Sectional Passengers of Public Transport in 2035 (Stage 1) Figure Peak Hour Passenger Volume per Direction in 2020 (Stage 1) Figure Peak Hour Passenger Volume per Direction in 2025 (Stage 1) Figure Peak Hour Passenger Volume per Direction in 2035 (Stage 1) Figure Peak Hour Passenger Loading by Station in 2020 (Stage 1) Figure Peak Hour Passenger Loading by Station in 2025 (Stage 1) Figure Peak Hour Passenger Loading by Station in 2035 (Stage 1) Figure General Route Alignment Figure WTC Route Options Figure Planned WTC Station Location of Option Figure Planned WTC Station Location of Option Figure WTC Station Location Option Figure WTC Station Location Option Figure Route Plan for Section between National Hospital St. and Borella St Figure National Hospital Station Location (Option 1) Figure National Hospital Station Location (Option 2) Figure Option 1 for National Hospital Station ~ Borella Station Section Figure Option 2 of National Hospital Station ~ Borella Station Section Figure Route Plans for Borella Station ~ Welikada Station Section Figure The Bo Tree near the Borella Station Figure Baseline Road Intersection Figure Option 1 of Borella ~ Welikada Section Figure Option 2 for Borella ~ Welikada Section Figure Sethshiripaya Station ~ IT Park Station Section Figure Option 2 Malabe Road vii-

14 Figure Option 1 Alignment for Sethshiripaya ~ IT Park Section Figure Option 2 Alignment for Sethshiripaya ~ IT Park Section Figure North Section Alignment Map Figure The Road near Mattakkuliya Figure The Road near JFB (Japanese Friendship Bridge) Figure Road Bridge near Kandy Road Figure Kandy Road in front of Kelaniya Station Figure North Section (Option 1) Figure North Section (Option 2) Figure North Section (Option 3) Figure North Section (Option 4) Figure Line 2 Route Alternatives Figure Line2 - Track arrangement at National Hospital Station Figure Transport Centre St. ~ Sebastian Canal St. Line1 Route Figure Sebastian Canal Station: Image of Two-layer Platform Figure Sebastian Canal St Figure Transport Centre Station Figure Line 2 - Option Figure Line 2 -Option Figure Line2 Option Figure Options for Kollupitiya Station Figure Option 1 for Kollupitiya Station Figure Option 2 for Kollupitiya Station Figure Outline of Monorail Figure Image of Monorail Figure Image of Monorail Vehicle Figure Track Layout of the Monorail Figure Daily Sectional Loading Figure Operation Pattern Figure Demand and Transportation Capacity Figure Train Diagrams in Peak Hour Figure Train Diagrams in Peak Hour Figure Train Diagrams in Peak Hour Figure Examples of Daily Train Diagrams Figure Daily Train Schedule Figure Example of Monthly Maintenance Schedule viii-

15 Figure Example of Heavy Maintenance Plan for Rolling Stock Figure Location of Depot Figure Depot Layout Figure Axial Arrangement Figure Location of Centre of Gravity Figure Construction and Monorail Car Gauge for Large Size Figure Track Centre Spacing on the Straight Section for Large Size Figure Type of Superstructure Figure PC Track Girders with Mono-type Piers Figure Monorail Bridge Figure Structural Details of PC - Girder Figure Structural Dimensions of PC-Girder Figure Section for Foundations Figure General Sections of the Sub-structure Figure General Section for Portal-type Pier Figure Plan of Separate Platform (General Station with 1-ticketing Gate) Figure Separate Platform Type (Tama Monorail Japan) Figure Images of Separate Platform Figure Plan of a Typical Intermediate Station (Concourse Level) Figure Station Facilities (Tama Monorail Japan) Figure Images of Station Facilities Figure Station Structure Concept Figure Section View for Typical Station with Single Central Piers Figure Station Building with Single Central Piers (Tama Monorail Japan) Figure A Sample of Station Building Roof Figure Station Roof Figure Perspective Image of a Station of SKYTRAIN Monorail Figure Schematic Drawing of Track Alignment around the National Hospital Station 166 Figure Plan View around the National Hospital Figure Section View around the National Hospital Station Figure Proposed Pedestrian Decks between the National Hospital and Buildings Figure Depot Location Figure Boring Log Figure Foundation Structure of Depot Figure Typical Section of the Construction Work Space Arrangement Figure Pier Column Construction (Manila) Figure An Example of a Pre-cast Plant for PC Track Girders ix-

16 Figure Typical Construction Sequence for Manufacturing of the PC Track Girder Figure Track Crane Girder Erection Method Figure Erection Girder Method Figure Typical Work Space Layout for Station Pier Construction Figure Station Cantilever Pier Construction (Sample) Figure Station Concourse and Platform Construction (Sample) Figure Station Platforms and Roof Frame under Construction (Sample) Figure Station Roof Covering under Construction (Sample) Figure Location of the Section from Lumbini Temple Station to Malabe Station Figure Typical Section of Road Occupation during the Construction Figure Cable Installation Works Figure Projected Construction Schedule of One Work Space Figure Construction Schedule on the Section from Lumbini Temple to Malabe Station185 Figure Planned Elevated Depot Platform Figure Typical Construction Methods for the Elevated Depot Platform Figure Projected Construction Schedule for the Elevated Depot Platform (1 unit) Figure The Image of ATP Train Control Figure Image of Operation Control Centre Figure Image of ESB Figure Image of Dispatch telephone terminal Figure Image of PA console Figure Image of PIS display Figure Image of Clock System Terminal Figure Image of Radio Console, Portable Radio Terminal Figure The Image of CCTV System Configuration Figure The Image of Automatic Fare Collection System (AFCS) Figure The Image of Automatic Fare Collection System and Its Application Figure Layout of Equipment of Traction and Station Service Substations Figure Image of Contact Line Figure Power Supply Program Year Figure Power Supply Program Year Figure Draft Implementation Schedule 221 Figure Proposed Organizational Chart for SMA Figure Concept of New Transit Regulatory, Operation and Maintenance Schemes in Sri Lanka 228 -x-

17 Figure Maintenance Task Work Flow Figure Functional Organization Structure for O&M Scheme Figure Organization Chart of Operator Figure Organization Chart of Maintenance Contractor Figure Locations of MmTH, MMCs and P&Rs in SKYTRAIN Project Figure Four Features of Monorail Stations Figure Concept of MMC Figure Concept of P&R Figure Location and Characteristics of the Site of MMC Malabe Figure Layout Plan of MMC Malabe Figure First Floor Plan of MMC Malabe Figure Conceptual Section Diagram of MMC Malabe Figure Conceptual Section Diagram of General P&R Stations Figure Location and Characteristics of the Site of P&R Welikada Figure Layout Plan of P&R Welikada Figure Location and Characteristics of the Site of P&R Sethsiripaya Figure Layout Plan of P&R Sethsiripaya Figure Location and Characteristics of the Site of P&R Lumbini Temple Figure Layout Plan of P&R Lumbini Temple Figure Traffic Condition of the Olcott Mawatha in the Evening Time Figure The Case of the Government Operation Figure The Case of the Public Corporation Operation Figure Component of MmTH and Mall-1 & Mall Figure The Case of the Public Corporation Operation with MmTH Figure Proposed Monorail Route Figure Pictures of selected project areas Figure Land use map around the project area (1) Figure Land use map around the project area (2) Figure Conservation area around the project area Figure EIA process in Sri Lanka Figure Image of Monorail System in Colombo Figure Secured Space for Monorail Alignment Figure Proposed Structure of GRC Figure RAP Implementation Mechanism xi-

18 LIST OF TABLES Table List of the Members of the CoMTrans Steering Committee... 2 Table List of the CoMTrans Steering Committee Meetings... 3 Table Summary of Development Options for the Seven Corridors... 9 Table GRDP Forecast Table Characteristics of Bus Priority System Table Specifications of Bus Priority System Table Characteristics of Bus Rapid Transit (BRT) Table Specifications of Bus Rapid Transit (BRT) Table Characteristics of Automated Guideway Transit (AGT) Table Specifications of Automated Guideway Transit (AGT) Table Characteristics of Monorail Table Specifications of Monorail Table Characteristics of Light Rail Transit (LRT) Table Specifications of Light Rail Transit (LRT) Table Characteristics of Mass Rail Transit (MRT) and Modernised Railway Table Specifications of Mass Rail Transit (MRT) and Modernised Railway Table Multi-Criteria Analysis on Mode Selection for Malabe Corridor Table Assumption of Gross Regional Domestic Products (GRDP) Growth Table Parameter Estimation Summary of Home-Based Work Purpose Model Table List of Variables and Parameter Estimation Results of Home-Based Work Purpose Model 54 Table List of Alternatives and Utility Function of Home-Based-Work Purpose Model Table Sample Size of SP Survey by Current Mode of Transport and Corridor Table List of Modal Shift Model Table Parameter Estimation Summary of Car to Monorail Modal Shift Model Table List of Variables and Parameter Estimation Results of Car-Monorail Model Table List of Alternatives and Utility Function of Car-Monorail Modal Shift Model Table Value of Time for Traffic Assignment Table Passenger Car Units for Traffic Assignment Table Average Number of Passengers for Traffic Assignment Table List of Projects Included in the Public Transport Assignment Network Table Service Level of Public Transport by Mode Table List of Projects Included in the Road Assignment Network xii-

19 Table Toll Setting of the Road Assignment Network Table Capacity and Velocity Settings Arterial Roads for Road Assignment Table Summary of Demand Forecast Result Table Criteria of Route Alignment and Station Location Table List of Examined Options Table Comparison between WTC Station Location Options Table List of Examined Options for National Hospital ~ Borella Section Table Comparison between Options for National Hospital St. ~ Borella St. Section Table List of Examined Options for Borella ~ Welikada Section Table Comparison between Options for Borella St. ~ Welikada Section Table List of Examined Options for Sethshiripaya ~ Malabe Section Table Comparison between Options for Sethshiripaya ~ IT Park Section Table List of Examined Options for Armour Street ~ Kelaniya Sectoin Table Comparison between Options for Armour Street ~ Kelaniya Sectoin Table List of Examined Options for Line Table Comparison between Options for Line Table List of Examined Options for Kollupitiya Station Table Comparison between Options for Kollupitiya Station Table Monorail System Table Specifications of Rolling Stock Table Passenger Demand at Peak Hour Table Transportation Capacity Table Required Frequency Table Operation Headway Table Travel Time Table Turn Back Time Table Round Trip Time Table Number of Trains Table Rolling Stock Procurement Plan Table Classification of Rolling Stock Maintenance Table Facilities of Depot Table Number of Rolling Stock Table Required Number of Tracks for Depot and Workshop Table Bridge Design Standards Prevailing in Sri Lanka Table Axle Loads and Values xiii-

20 Table Spans used when Impact Coefficients are Required Table Design Specification Table Comparison of Platform Type Table Station Facilities Table Typical Construction Sequence and Schedule for One Pier Table Project Summary Table Project Cost Estimation Table Cost Breakdown for the Traction Substation (Detail. A) Table Cost Breakdown for the Track Switches (Detail. B) Table Cost Breakdown for the Civil Work (Detail. C) Table Table for Steel Bridges Table Cost Breakdown for Stations and AFC System Development Fee (Detail. D) Table Cost Breakdown for the Building and Civil work in the Depot (Detail. E) Table Cost Breakdown for the Equipment for Depot Inspection (Detail. F) Table Total Project Cost of the Monorail Table Procurement Ratio from Japan Table Comparison Chart for Packaging Options Table General Conditions for Implementation Schedule Table Packages for Draft Implementation Schedule Table Transport Administrative Structure by Transport Mode Table Functional Responsibilities of Transport related Institutions Table STC Tasks and Duties Table Type of Contract Table Tasks & Duties Matrix for Maintenance Table Manpower Breakdown for SKYTRAIN Table Average Salaries for Different Staffing Categories Table Data of spare parts cost for selected Monorail Systems in Japan (2010) Table Operation & Maintenance Cost Table Comparison with Existing Monorail Systems (mil. USD) Table Concepts of All Monorail Stations Table Future Bus Demand (2035) Table Malabe MMC access/egress Functional Requirements (2035) Table Gross Floor Area xiv-

21 Table Summary of the Estimated Construction Cost of MMC Malabe Table Gross Floor Area of the P&R Stations Table Summary of the Estimated Construction Cost of the P&R Stations Table Unit Vehicle Operating Cost for Economic Analysis Table Hourly Value of Time by Income Group Table Time Value of Freight Vehicles Table Assumptions on Accident Loss Table Carbon Dioxide Emission Factor by Vehicle Type Table Economic Cost and Benefit Stream Table Sensitivity Analysis Results Table Transfer Time between each Transport Mode Table Transfer Demand in 2020, 2025 and 2035 (pax./day) Table Economic Cost and Benefit Stream Table Sensitivity Analysis Results Table Estimation of Revenue except Fare Revenue Table The Case of Government Operation Table The Case of Public Corporation Operation (the Cash Flow of Public Corporation)294 Table The Revenues from MmTH and Mall Table The Case of Public Corporation Operation with the Revenue from Monorail and MmTH (with Mall-1) (the Cash Flow of Public Corporation) Table Sections of the route traverses through the Divisional Secretariat Divisions Table A Result of Environmental Scoping for the Proposed Project Table Survey mythology for each item Table Environmental Management Plan (EMP) Table Monitoring plan for construction and operational stages Table Other Main Facilities associated with the Monorail Table Affected Divisional Secretary Divisions and Grama Niladhari Divisions Table Gap Analysis of Sri Lankan Laws and JICA Policies (WB.OP.4.12) Table Summary of Impacts on Lands, Structures and People by the Project* Table Distribution of Household Heads by Monthly Income Table Distribution of Business Owners by Age and Gender Table Distribution of Business Employees by Age Table Distribution of Business Owners by Monthly Income Table Distribution of Paddy Land Owners by Age and Gender xv-

22 Table Distribution of Ande (tenant) Farmers by Age and Gender Table Distribution of Paddy Land Owners and Ande (tenant) Farmers by Monthly Income 345 Table Number of Vulnerable Households Table Total Affected Structures and Land (by Land Use) Table Affected Private Land (Highland: Residential, Commercial and Other Land) 347 Table Affected Private Land (Paddy Land)* Table Affected Structure (Private) Table Structure Type Table Affected Area by Structure Type Table Project Entitlement Matrix Table Institutional Responsibilities in the Resettlement Process Table RAP Implementation Schedule Table Cost Estimation for Land Acquisition and Resettlement Table Summary of Awareness Programs xvi-

23 LIST OF ABBRIVIATIONS Abbreviation ABRS AC ADB AFCS AG AGT APAS API ASHRAE ATO ATP B/C BLT BMS BOD BOOM BRT CCTV CMA CMC CoMTrans CTS DMT DNP DVR E&M EIA EIRR EPS E/S ESB FIRR FRP HCC Official Name Automated Bus Recognition System Alternating Current Asian Development Bank Automatic Fare Collection System Automatic Gates Automated Guideway Transit Automated Paging and Announcement System Application Program Interface American Society of Heating, Refrigerating and Air-Conditioning Engineers, Inc. Automatic Train Operation Automatic Train Protection Benefit-Cost Ratio Build Lease Transfer Building Management System Biological Oxygen Demand Build, Own, Operate and Maintain Bus Rapid Transit Closed Circuit Television Colombo Metropolitan Area Colombo Municipal Council Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs Centralised Ticketing System Department of Motor Traffic Department of National Planning Digital Video Recording Electro-Mechanical Installations Environmental Impact Assessment Economic Internal Rate of Return Electrical Pipe Shaft Engineering Services Emergency Stop Button Economic Internal Rate of Return Fiber Reinforced Panels Hub Command Centre -xvii-

24 Abbreviation HNB HOS IC ICB ICT IDF IEC IK IOS IR IT JFB KPI LA L/A LAN LCD LED LRT MCA MDF MMC MmTH MOT MRG MRT NFCIP NFPA NMS NPV NTC O&M OCC ODA OEMs PA PA P&R Official Name Hatton National Bank Hub Operation System Integrated Circuit International Competitive Bidding Information and Communication Technologies Intermediate Distribution Frame International Electrotechnical Commission Information Kiosk International Organization for Standardization Infra-Red Information Technology Japanese Friendship Bridge Key Performance Indicators Local Authority Loan Agreement Local Area Network Liquid Crystal Display Light-Emitting Diode Light Rail Transit Multi-Criteria Analysis Main Distribution Frame Multi-Modal Transport Centre Multi-Modal Transport Hub Ministry of Transport Minimum Revenue Guarantee Mass Rapid Transit Near Field Communication Interface and Protocol National Fire Alarm and Signalling Code Network Management System Net Present Value National Transport Commission Operation & Maintenance Operation Control Centre Official Development Assistance Original Equipment Manufacturers Public Address Public Announcement Park and Ride -xviii-

25 Abbreviation PC PGMS PIDS PIS PMU PPHPD PPP PRDA RDA RPTA SCADA SHETC SIL SKYTRAIN SLR SLTB STC SMA SOP TDM TOD TTC TVM UDA VAC VGF VOC VVVF WSDB WTC WWTP VMF Official Name Personal Computer Parking & Guidance Management System Public Information Display System Passenger Information Systems Project Management Unit Passengers per Hour, per Direction Public Private Partnership Provincial department of road development Road Development Authority Road Passenger Transport Authority Supervisory Control And Data Acquisition Southern Highway Extension Towards Colombo Severity Integrity Level Integrated Transport System with Monorail Sri Lanka Railways Sri Lanka Transport Board SKYTRAIN Corporation Sri Lanka Mass Transit Authority Standard Operating Procedure Transport demand management Transit Oriented Development Travel Time Cost Ticket Vending Machines Urban Development Authority Ventilation and Air Conditioning Viability Gap Funding Vehicle Operating Cost Variable Voltage Variable Frequency National Water Supply & Drainage Board World Trade Centre Waste Water Treatment Plant Value For Money -xix-

26 Final Report Executive Summary

27 Final Report, Executive Summary CHAPTER 1 Introduction 1.1 Background In the Colombo Metropolitan Area 1, which consists of Colombo Municipal Council (CMC) and adjacent areas, current traffic congestion becomes serious during morning and evening peaks within and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due to the anticipated increasing demand if appropriate countermeasures are not taken. Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers, insufficient capacity of public transport and poor enforcement of traffic rules aggravate the situation. In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in It is also expected that the GRDP per capita is expected to increase to approximately 2.5 times of 2010 level. Therefore, in line with the economic growth, the share of income group with equal to or more than LKR 8,000,000 will be majority in This means that a number of people is affordable to purchase a passenger car. In order to develop an efficient urban transport network and promotion of a reliable and safe transport system, the objectives of the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are: To prepare reliable transport data that can be utilised to evaluate and formulate transport development plans/projects in a scientific manner by conducting an area-wide transport survey. To formulate a comprehensive Urban Transport Master Plan for the Colombo Metropolitan Area including the six transport corridors prioritised by the Ministry of Transport with justification of selected priority/leading projects for short-term, mid-term, and long-term implementation. To conduct a feasibility study on the prioritised projects under the comprehensive urban transport master plan. The CoMTrans project commenced in August 2012 and the urban transport master plan was proposed and discussed with the relevant government agencies including a series of Steering Committee meetings. The CoMTrans master plan proposed four goals for urban transport system development in CMA. Equity in Transport to All the Members of Society Efficiency in Transport Systems to Support Economic Activities 1 The CoMTrans urban transport master plan defines the area under the following Divistional Secretariat Divisions; Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura, Bandaragama and Kalutara. Executive Summary-1

28 Final Report, Executive Summary Environmental Impact and Health Promotion Related to Transport Traffic Safety and Security in Transport To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to promote health, and 4) to reduce transport accidents and to improve security. Taking various factors into consideration such as current and future transport volume, degree of traffic congestion, accessibility to public transport, size of investment, public transport network development, urban planning perspective and economic and financial viability; the Steering Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has decided to focus on; 1. Monorail system for Malabe Corridor, 2. Multi-modal transport facilities, 3. Park and Ride facilities (P&Rs) at the monorail stations. The Committee also named this package of projects as the Integrated Transport System with Monorail, SKYTRAIN with a view to the first elevated transport system on the Island. While each single component of the SKYTRAIN project might not be sufficient to significantly improve public transport ridership, this package mutually benefits each component by improving the convenience of the public transport system as a network. In this study, the feasibility study of the SKYTRAIN project is undertaken. Source: SKYTRAIN Study Team Figure Components of SKYTRAIN Project Executive Summary-2

29 Final Report, Executive Summary Source: SKYTRAIN Study Team Figure Images of SKYTRAIN Project (Monorail) 1.2 Scope of the Feasibility Study In order to achieve the SKYTRAIN project, the feasibility study shall cover the following components according to the Record of Discussions of the CoMTrans project: 1) Conduct supplementary surveys 2) Prepare/select design standards for the project 3) Conduct preparatory design of the project 4) Conduct economic and financial analyses 5) Conduct EIA 6) Prepare an implementation strategy 7) Prepare an operation and maintenance strategy This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical, economic, financial and environmental perspectives. Executive Summary-3

30 Final Report, Executive Summary CHAPTER 2 Outline of Monorail System 2.1 Corridor and Mode Selection Why Malabe Corridor? The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified. With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration. Table Summary of Development Options for the Seven Corridors Note: Modernized includes electrification, double tracking, improvement of signalling and telecommunication, procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the railway can significantly improve railway capacity. Source: CoMTrans Executive Summary-4

31 1. The Highest Demand Final Report, Executive Summary Malabe Corridor connecting Colombo Municipal Council (CMC), Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. As a result, travel speed on the corridor is 14 kilometres per hour during peak period at the boundary of CMC. km/h Average speed at peak hour km/h km/h Malabe Kandy Negombo Low Level To Kaduwela via Malabe 9.3 km/h To Kadwatha 10.9 km/h 9.0 km/h High Level 10.6 km/h Horana 8.4 km/h Galle To Ja Ela To Kaduwela To Kottawa To Peliyandala To Moratuwa Average speed at peak hour on corridor 15~20km from Fort est est est. 5 percentile peak hour speed Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario). Figure Peak Hour Travel Speed of Major Transport Corridors 2. Corridor without a Transit System with Urban Development Projects It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport. Executive Summary-5

32 Final Report, Executive Summary Why Monorail? For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. The scheduled speed and passenger capacity of public transport modes is shown in Figure The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3 of the main report. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed. Passengers per hour, per direction (PPHPD) 50,000 40,000 30,000 20,000 10, forecasted demand Bus Priority System BRT Monorail Light Rail Transit (LRT) Automated Guideway Transit (AGT) Mass Rapid Transit (MRT) elevated or underground Scheduled speed (km/h) Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand. Source: SKYTRAIN Study Team Figure Scheduled Speed and Passenger Capacity of Public Transport Modes The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width. Executive Summary-6

33 Final Report, Executive Summary The selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided. Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail. Capacity and speed of Light Rail Transit (LRT) is almost the same as the monorail and matches the forecast demand of Malabe corridor. However, LRT has several drawbacks compared with a monorail. Due to LRT s characteristics of 3.5% maximum gradient and slab structure, it might require more land acquisition for installation in addition to station sections. Although initial investment and operation and maintenance cost are almost the same as the other systems, the slab structure will affect the aesthetics of the landscape along the corridor. Daylight also will be interfered with. As LRT uses steel rails and tires, noise level is higher than a rubber tire and concrete rail system. Since both the elevated mass rapid transit (MRT) system and the light rail transit (LRT) system are steel rail-based modes of transport, physical characteristics such as daylight interference, aesthetic concerns and noise are common in general. As MRT has a higher capacity and speed compared with LRT, initial cost is higher than LRT. Considering the forecast demand in 2020 (8,000 PPHPD) and in 2025 (9,000 PPHPD), MRT capacity of 18,000 60,000 PPHPD can be an excessive investment as initial cost is generally higher than LRT. Land acquisition also will be essential due to the larger minimum curve radius (roughly m) and smaller maximum gradient of 3.5%. Underground MRT is designed to avoid the disadvantages of the elevated and ground level structures such as daylight interference, aesthetic concerns, noise and land acquisition. The underground structure without level crossings allows high speed train operations. Capacity is the same as the elevated MRT where demand of 2020 and 2025 is far less than the capacity. The most significant point to be considered, is the huge initial investment. Underground structures can cost more than double or three times that of elevated. In summary, the bus priority system, bus rapid transit (BRT) and underground mass rapid transit were screened out due to clearly negative aspects such as capacity, land acquisition and cost. Among the four modes of transport, monorail was selected for various aspects such as less impact on daylight and landscape due to simple beam structure, minimum land acquisition and Executive Summary-7

34 Final Report, Executive Summary appropriate capacity, cost and scheduled speed as shown in the multi-criteria analysis results of Table Table Multi-Criteria Analysis on Mode Selection for Malabe Corridor System Require ment Capacity* 6k ( 20) 7k ( 25) 22k ( 35) Scheduled Speed 30km/h Land Acquisition Nearly 0 Stop Spacing km Bus Priority System --- (-10k) -- (10-20 km/h) +++ (no acquisitio n) km BRT AGT Monorail LRT MRT - Elevated -- (3-13k) - (15-25 km/h) --- (along roads) km - (4-20k) 0 (20-30 km/h) + (only stations) km + (7-30k) ++ (20-40 km/h) + (only stations) km + (7-30k) ++ (20-40 km/h) - (station & some roads) km -- (18-60k) ++ (30-40 km/h) -- (station & curve sections) km MRT - Underground -- (18-60k) ++ (30-40 km/h) ++ (station exit only) km Initial Cost O&M Cost Daylight Interference Aesthetic Concern Noise Total Evaluation N/A N/A Minimum Interferen ce Minimum Concern Minimum Noise +++ (USD ~1 M/km) N/A +++ (Not at all) +++ (No Concern) -- (Rubber Tire & Engine) Not Suitable due to (USD 2 M/km) 0 (USD 1.3 / car-km) ($0.03 per pax.) +++ (Not at all) ++ (Station only) -- (Rubber Tire & Engine) Not Suitable due to (USD M/km) - (USD 2.0 / car-km) ($0.04 per pax.) -- (Pier & Slab) -- (Pier & Slab) - (Rubber Tire) - (USD M/km) 0 (USD 2.5 / car-km) ($0.03 per pax.) - (Pier & Beam) - (Pier & Beam) - (Rubber Tire) -- (USD M/km) - (USD 4.0 / car-km) ($0.04 per pax.) -- (Pier & Slab) -- (Pier & Slab) -- (Steel Rail & Tire) -- (USD M/km) 0 (USD 5.0 / car-km) ($0.03 per pax.) -- (Pier & Slab) -- (Pier & Slab) -- (Steel Rail & Tire) Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1, Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative ++ Clearly Positive N/A No Information -- Clearly Negative + Slightly Positive - Slightly Negative Source: SKYTRAIN Study Team --- (USD M/km) 0 (USD 5.0 / car-km) ($0.03 per pax.) +++ (Not at all) +++ (Not at all) + (No noise to ground level) Not Suitable due to --- Executive Summary-8

35 2.2 Route and Passenger Demand Final Report, Executive Summary Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure The demand forecast methodology is in line with the CoMTrans urban transport master plan. The CoMTrans master plan employed a four-step method which is empirically proven methodology with a number of applications in many countries. As a monorail is a new transport mode for Sri Lanka, a Stated preference (SP) survey was conducted. A stated preference survey is a survey method which requires respondents to indicate their preference in a certain fictive condition such as transport mode choice with a monorail system in the future. Source: SKYTRAIN Study Team Figure Proposed Route of SKYTRAIN Project Based on the estimated daily passenger volume, peak hour sectional passenger volume was estimated assuming eighteen percent peak ratio. The estimated results of the transport demand for the monorail are summarised in Table Daily passengers and passenger kilometres are expected to drastically increase by 2035 due to urban development projects along the corridor and improvement of public transport network. Executive Summary-9

36 Final Report, Executive Summary Table Summary of Demand Forecast Result Indicator PPHPD of Line 1 Peak passenger per hour per direction at max. section PPHPD of Line 2 Daily Passengers in total monorail network Daily Passenger-kilometres in total monorail network Source: SKYTRAIN Study Team 7,800 at Union Place National Hospital 1,300 at Dharmapala Mawatha National Hospital 9,200 at Union Place National Hospital 1,500 at Dharmapala Mawatha National Hospital 16,800 at National Hospital Punci Borella 4,100 at Dharmapala Mawatha National Hospital 307, , ,000 1,190,000 1,480,000 2,840,000 Peak hour traffic volumes in 2020 and 2035 are shown in Figure and Figure respectively. Kotahena WTC Fort Sebastian Canal Maradana Kollupitiya Town National Hall Hospital Punchi Borella 5100 Borella Rajagiriya Lumbini Temple Malabe 2700 IT Bandaranayake Park Mw 5800 Palan Thuna Junc. Source: SKYTRAIN Study Team Figure Peak Hour Passenger Volume per Direction in 2020 (Stage 1) Executive Summary-10

37 Final Report, Executive Summary Kotahena WTC Fort Sebastian Canal Maradana Kollupitiya Town National Hall Hospital Punchi Borella Borella Rajagiriya Lumbini Temple Palan Thuna Junc Malabe 5700 Bandaranayake IT Park Mw Source: SKYTRAIN Study Team Figure Peak Hour Passenger Volume per Direction in 2035 (Stage 1) Boarding and alighting passenger volume by station and sectional passenger volume during peak hour in 2020 is shown in Figure Passengers per hour per direction 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2, Alighting Boarding Section Volume Kotahena Kotahena Armour Street Armour Street Sebastian Canal Sebastian Canal Maradana Maradana Transport Centre Transport Centre Fort Fort WTC WTC Slave Island Slave Island Union Place Union Place National Hospital National Hospital Punchi Borella Punchi Borella Borella Borella Cotta Road Cotta Road Welikada Welikada Rajagiriya Rajagiriya Diyawanna Lake Diyawanna Lake Sethsiripaya Sethsiripaya Battaramulla Battaramulla Palan Thuna Palan Thuna Source: SKYTRAIN Study Team Note: Robert is Robert Gunawardena Mawatha station. Robert ert Gunawardena Lumbini Temple Lumbini Temple Talahena Talahena Malabe Malabe IT Park IT Park Figure Peak Hour Passenger Loading by Station in 2020 (Stage 1) Executive Summary-11

38 2.3 Monorail System and Structure Final Report, Executive Summary Proposed system is straddle type monorail system proven in 5 cities in Japan; 2 cities in the USA; Chongqing, People s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia. Rolling stock straddle on reinforced concrete beam and rubber tire is used for running gear. Therefore higher ride quality and steeper gradient is expected than steel rail and steel wheel system. Running wheels are installed under the car body and those wheels are running on the top of the concrete beam. Guide wheels are installed at the lower portion of the car to hold the beam at both side and they will support and guide the vehicle. Traction power is supplied by power rail installed at both side of concrete beam. Figure indicates the outline of the monorail and Figure indicates the image of the monorail. Furthermore, the outline of proposed monorail system and salient features of the rolling stock are summarised in Table and Table respectively. Rolling Stock Guide Wheel Running Wheel Track Beam Stabilizing Wheel Power Rail Daegu, Korea Manufactured by Japanese Monorail Company Source: SKYTRAIN Study Team Figure Outline of Monorail Source: Hitachi Ltd. Figure Image of Monorail Table Monorail System No. Item Specification 1 Type Straddle type monorail 2 Width of track 850mm 3 Minimum curve radius 60m (50m at depot) 4 Maximum gradient 6% 5 Distance between track centre 3.7m 6 Platform length 65m Executive Summary-12

39 Final Report, Executive Summary 7 Power supply DC 1500V, Third Rail 8 Maximum axle load 11t 9 Train consist 4 car 10 Length of train Approx. 60m 11 Signalling system ATP, ATO, OCC 12 Telecommunication system Telephone system, Passenger Information System, Public address system, Radio system, CCTV, Source: SKYTRAIN Study Team Table Specifications of Rolling Stock No. Item Specification 1 Train formation 4 car Mc-M-M-Mc 2-1 Dimensions Length Lead car 14,800mm 2-2 Inter mediate car 13,900mm 2-3 Train length 60,200mm 2-4 Width 3,000mm 2-5 Height 5,200mm 3-1 Weight Tare load 26.1 t 3-2 Maximum Axle load 11 ton 4-1 Performance Maximum speed 80km/h 4-2 Acceleration 0.97m/s 2 (3.5km/h/s) 4-3 Deceleration Emergency brake 1.11 m/s 2 (4.0km/h/s) 4-4 Maximum service brake 1.25 m/s 2 (4.5km/h/s) 5-1 Running Bogie Air suspension bolsterless bogie 5-2 gear Running wheel Tubeless tire 5-3 Driving device Right angle Cardan driving device 6 Traction control VVVF inverter 7 Traction motor Squirrel-cage three phase induction motor 8 Brake system Electric command air brake with regenerative brake and load compensating control 9-1 Passenger Type Bi-parting slide door 9-2 door Number 2 per side per car 10-1 Air Type Roof top air conditioning unit 10-2 conditioning system Number 2 per car 11 Auxiliary power supply Static inverter 11 Passenger capacity 200 passengers per train Source: SKYTRAIN Study Team Executive Summary-13

40 2.4 Train Operation Plan Final Report, Executive Summary The monorail system consists of two lines namely Line 1 from Kotahena to IT Park and Line 2 from National Hospital to Kollupitiya. Figure shows the routes of the monorail. Fort Transport Centre Maradana Cebastian Canal Armour Street Kotahena WTC Slave Island Union Place National Hospital Panchi Borella Kollupitiya Dharmapala Mawatha Sethsiripaya Diyawananna Lake Rajagiriya Welikada Cotta Road Borella Battaramulla Palan Thuna Robert Gunawardena Mawatha Lumbini Temple Talahena Malabe Depot IT Park Source: SKYTRAIN Study Team Figure Track Layout of the Monorail Based on demand forecast and transportation capacity described above, required headway of peak hour at each milestone year was estimated and required number of rolling stock based on train diagram in peak hour is calculated. Table shows the planned headway and required number of trains. Executive Summary-14

41 Final Report, Executive Summary Table Number of Trains Year 2020~ ~ ~ Line Line 1 Line 2 Line 1 Line 2 Line 1 Line 2 Headway (min.) Trains / hour Number of trains in operation Reserved Trains Total Number of Trains Source: SKYTRAIN Study Team 2.5 Multi-modal Transport Facilities and P&R Facilities Figure illustrates the function of a MMC and the locations of the MMCs and P&R facilities. Source: SKYTRAIN Study Team Figure Concept of MMC and Locations of MMC and P&R Facilities Multi Modal Centres (MMC) are proposed in suburban areas. In the case of the Monorail, Malabe Station is selected for the first phase. They are the transferring stations for feeder buses from the surrounding areas, railway passengers, and passenger cars traveling to the monorail in order to get to central areas of Colombo easily. This contributes to ease the traffic congestion from the existing roads. It is also encourages developing the area as Transit Oriented Development (TOD). Park and Ride (P&R) facilities are car parks with connections to public transport that allow passengers to leave their vehicles and transfer to public transport. This encourages using the Executive Summary-15

42 Final Report, Executive Summary Monorail and reducing the number of vehicles on the roads. Welikada, Sethsiripaya, and Lumbini Temple stations are selected for the concept design, due to land availability and necessity for such P&R function. The layout plans are shown in Chapter 9 of the main report. 2.6 Cost Estimation and Implementation Schedule (1) Cost Estimation of the Monorail System Regarding the stage-1 of monorail system under the SKYTRAIN project (Line 1: Kotahena ~ IT Park, Line 2: National Hospital ~ Kollupitiya), the total project cost that includes construction, physical contingencies, price escalation ant others is estimated at JPY 160,126 million as shown in Table Breakdown of Cost Civil Package 1 (Superstructure) Civil Package 2 (Substructure and Station) Civil Package 3 (Substructure, Station and Depot) Table Total Project Cost of the Monorail Foreign Currency Portion (million JPY) Local Currency Portion (million LKR) Unit: million Total (million JPY) 16,227 12,455 25,946 6,219 21,860 23,276 4,812 25,129 24,419 E & M 52,834 5,954 57,480 sub-total 80,093 65, ,121 Price Escalation 6,989 5,561 11,328 Physical Contingency 4,354 3,548 7,122 Consulting Services 6,070 5,748 10,555 Total 97,506 80, ,126 Note: The total cost is excluding cost for utility diversion, land acquisition, administration cost, value added tax, import tax, interest during construction, and front end fee. Land acquisition cost is mentioned in Chapter 12 of the main report. Source: SKYTRAIN Study Team (2) Implementation Schedule of the Monorail System This monorail project will be divided into three stages categorised as the Design Phase, Tender Phase and Construction Phase, the latter of which includes Construction, Commissioning Testing, Trial Running, and Operational Testing. In general, the implementation schedule will be planned Executive Summary-16

43 Final Report, Executive Summary in consideration of the following two conditions a) condition of contract for construction (method of ordering system), and b) construction package. The implementation plan is established based on the month/year for the milestones of key events of the Project. The plan includes the stages for detailed design, tender procedure and construction work. The construction period was estimated as 4 years in Figure Consulting Work / Tender for Construction Construction / Commissioning Test, Trail Running, Operation Training Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9 Note 1 Selection of Consultant Basic Design / Tender Preparation for Rolling Stock and System 2 Selection of Contractor for Rolling Stock and System 3 Basic Design for Civil Detailed Design / Adjustment Design / Tender Preparation for Tender of Civil Selection of Contractor for Civil 5 Utility Diversion FIDIC Yellow Book Yellow Book JICA SBD (Works) Red Book Non-eligible portion Civil Package 1 (Superstructure) Mobilization Work / Casting Yard Arrangement Track Beam Production Track Beam Installation Civil Package 2 (Substructure and Stations) Traffic restriction for track beam installation (33-months) Mobilization Work Foundation & Column (14.1km) Station Facilities and Equipment Civil Package 3 (Substructure, Stations and Depot) 6 Mobilization Work Foundation & Column (9.1km) Station Facilities and Equipment Depot E&M System and Rolling Stock Traction Substation, Pow er Line Signaling, Telecommunication, Train Operation Management System Rolling Stock Tuition & On the Job Training, Trail Running, Operation Training Traffic restriction for foundation & column (33-months) 16 stations include National Hospital station Traffic restriction for foundation & column (24-months) 10 stations Area 8.34 ha, depot w ith artificial ground (concrete slab) Traffic restriction is required (for w orking at height, stock yard on the road) Traffic restriction is required (for w orking at height, stock yard on the road) Note: * The Standard Bidding Documents under Japanese ODA Loans, Procurement of Works (JICA SBD (Works) are based on the Conditions of Contract for Construction for Building and Engineering Works Designed by the Employer, Multilateral Development Bank (MDB) Harmonised Edition, June 2010 (FIDIC Pink Book) and the Conditions of Contract for Plant and Design Build For Electrical and Mechanical Plant, and For Building and Engineering Works, Designed by the Contractor, First Edition 1999 (FIDIC Yellow Book) by the International Federation of Consulting Engineers (FIDIC). Source: SKYTRAIN Study Team Figure Draft Implementation Schedule It is assumed that International Competitive Bidding (ICB) is applied for procurement of the contractor and consultant for the Project. The time required for the procurement is assumed based on average actual time taken in Japanese ODA projects in Sri Lanka. The milestones for the implementation of the Project undertaken by a Japanese ODA Loan are formulated as follows: About 10 months will be required for the selection of a consultant for the detailed design, tender assistance and construction supervision. Executive Summary-17

44 Final Report, Executive Summary The period for preliminary and detailed design will be 24 months. 12 months will be required for the procurement of a contractor. Construction period will be 48 months. The total implementation schedule will begin with the L/A, and the construction will be completed by the end of 8 th year. Assumptions for the project implementation schedule, in particular for construction are mentioned below. 1. All land acquisition must be completed before the construction work 2. All obstructions (including buried structures) must be replaced or removed before the construction work 3. Counter measures for public roads, such as securing the construction yard and single lane traffic are required during construction work. (Prior consultation with relevant authorities is needed) 4. In the case that the Contractor requests design modification of the detail design, an immediate approval is required by the Employer (Sri Lanka Government) based on the JICA SBD (Works). 5. In the case that the schedule (Figure 2.6.1) is requested to be shortened, the cost of construction (by the Contractor) and construction management (By the Consultant) will increase. 6. Since this construction will be within the Colombo city area, it is necessary that the Employer (Sri Lanka Government) provide the construction yard or any public land as and when required. 7. In the case that requests other than No.1-6 mentioned above is made, an immediate response for approval by the Employer (Sri Lanka Government) is required (3) Cost Estimation of MMC and P&R facilities The construction costs of MMC Malabe and P&R Facilities are estimated and summarised in Table and Table respectively. Item Table Summary of the Estimated Construction Cost of MMC Malabe Cost per sqm (YEN) Amount (th. YEN) Total Construction Cost 131,608 3,317, ,000 STEP (th. YEN) 15 % A. Direct Construction Cost 106,878 2,693, % B. Indirect Construction Cost 14, , % C. Administrative Expenses 10, , % Source: SKYTRAIN Study Team Note Total Floor Space: 25,204 sqm Incl. Architectural Works, Facilities Works, and Other Works. Incl. Common Temporary Costs and Filed Expenses. (Direct Construction Cost + Common Temporary Cost + Field Expenses) x 8.41%. Based on Architectural Construction Cost Standard of MLIT Executive Summary-18

45 Final Report, Executive Summary Table Summary of the Estimated Construction Cost of the P&R Stations Item I. Architectural Construction Cost A+B+C Welikada Amount (th. YEN) Lunbini Temple Sethsiripaya Note 238, , ,876 Total Floor Space: 28,104 sqm A. Direct Construction Cost 193, , ,676 B. Indirect Construction Cost 26,284 24,346 27,126 C. Administrative Expenses 18,481 17,119 19,074 Source: SKYTRAIN Study Team Incl. Architectural Works, Facilities Works, and Other Works. Incl. Common Temporary Costs and Filed Expenses. (Direct Construction Cost + Common Temporary Cost + Field Expenses) x 8.41%, Based on Architectural Construction Cost Standard of MLIT 2.7 Institutional Arrangement and Operation & Maintenance The Implementing and Operating Agency (Agency/Corporation) The SKYTRAIN would be the first urban mass transit project in Colombo, and even in the entire Sri Lanka. The operating organization is recommended to be a newly established under the umbrella of the future Sri Lanka Mass Transit Authority (SMA), also under the MOT and supported by central Government. This section describes the organization plan of SKYTRAIN Corporation (STC) 2 in terms of its positioning, role and responsibility as Railway Operator & Implementing Agency (or Corporation), and indicates those responsibilities and tasks that could be given in concession according to the type of PPP scheme, if any, adopted during the implementation of the SKYTRAIN. Operation and Maintenance (O&M) Cost for SKYTRAIN The summary of O&M costs per year and per item is presented in Table The O&M Cost for the opening year (2021) would be around US$17.46 million. This value is estimated considering that within the initial investment cost, the manufacturer is delivering spare parts equivalent to three years of operation. Hence that cost is not included for the period , however, a cost of US$4.39 million per year is estimated for the necessary for consumable materials for maintenance, which are not included in the initial investment cost. As a verification of the cost, the value of O&M cost per track km and per train-km of the SKYTRAIN was compared with the seven (7) existing monorail systems in Japan. The average of the existing Japanese systems is shown in Table In turn, the ratios for the SKYTRAIN are 1.78 US$M/km and 15.5 US$/train-km, which indicates an acceptable range for the SKYTRAIN. 2 Proposed name. Final name to be decided by Sri Lankan authorities Executive Summary-19

46 Source: SKYTRAIN Study Team Final Report, Executive Summary Table Operation & Maintenance Cost Unit : US$Mill Item/Year Manpower Administration, OCC, fixed Stations Civil, Tracks Rolling Stock Power Cleaning Staff Spare Parts Power Total Table Comparison with Existing Monorail Systems (million USD) Operator Operatio OM OM Cost/ Stations Cars train-km OM Cost n Cost/km train-km km 1000 train-km/year US$M/year mil.us$/km USS/train-km Tokyo (6cars) , Osaka (4cars) , Tama (4cars) , Chiba (2cars) , Okinawa (2cars) , Syonan (2cars) Kitakyusyu (4cars) Source: Japan Railways Annual Statistic Handbook, 2010 Japanese average: Executive Summary-20

47 Final Report, Executive Summary CHAPTER 3 Project Evaluation (Economic/ Financial Analysis) 3.1 Economic Evaluation Economic evaluation was conducted for the monorail line between Kotahena and IT-park via Malabe Line (Line 1), the line between National Hospital and Kollupitiya (Line 2), and the MMC and the P&R facilities. It examines the economic feasibility of a project through cost-benefit analysis from a viewpoint of the national economy, where the quantified project benefits are compared with the economic cost of the project. Total project cost of the monorail project consists of the construction work cost, rolling stock procurement cost, cost for consulting services, physical contingency and O & M cost of the project. It is also assumed that additional cost for the monorail rolling stock and the depot will be procured in 2030 to meet the increased demand. They were estimated in constant 2014 prices, identified by each category of foreign/local cost for the economic evaluation and then converted into economic prices for the economic evaluation under the assumptions described below. a) Base Year: Year 2014 b) Project Life: 30 years after the start of operating services of the monorail considering the life period of the infrastructure. c) Life Period: Life periods of the facilities are estimated as the following years based on the physical life period of the infrastructures and rolling stocks. Civil works, structures and buildings: Rolling stock: 50 years 30 years d) Replacement cost of the facilities and rolling stock is estimated based on its life period. e) Financial and Economic Costs: Considering value added tax other tax duties as well as subsidies from the government which should not be counted as economic cost for economic analysis, financial costs of the initial investment are converted into economic cost. Please refer the main report for the detail assumptions. f) Discount Rate: A discount rate of 12% is used considering the description in "Assessing Public Investment in the Transport Sector 2001" by the Ministry of Finance and Planning as well as other projects in the transport sector in Sri Lanka. g) Inflation: Inflation is not taken into account either in the benefit or cost estimates during the evaluation period. h) Foreign Exchange Rate: The foreign exchange rate is fixed at the following rate as of 2014 and the shadow exchange rate is not considered. US Dollar 1.00 is equivalent to LKR , the monthly average exchange rates of May 2014, according to the Central Bank of Sri Lanka. US Dollar 1.00 is equivalent to JPY, the monthly median exchange rates of Tokyo market of May 2014 according to Bank of Japan. i) Fare level of the monorail is assumed to be as same as current normal bus fare. Executive Summary-21

48 Final Report, Executive Summary The benefit of vehicle operating cost is estimated as the difference of vehicle operating cost between With Project and Without Project. The vehicle operating cost is derived from the computed daily vehicle-kilometres for each operating speed and the unit vehicle operating cost for each speed by vehicle type. The daily vehicle-kilometres for both cases of With Project and Without Project are obtained as the traffic assignment results in the transport demand forecast. The benefit of passenger travel time cost is estimated as the difference in passenger travel time cost between With Project and Without Project. The passenger time cost is derived from the computed daily passenger-hours and the unit passenger time cost of the three income groups by vehicle type. The daily passenger-hours for both cases of With Project and Without Project are obtained from traffic assignment results. The benefit of reduction in traffic accidents are also estimated as the difference of volume of accident loss between With Project and Without Project. The benefit of reduction of carbon dioxide (CO 2 ) was considered as the difference of the emission between With and Without the Project. Result of Cost Benefit Analysis The Economic Internal Rate of Return (EIRR) was estimated at 16.7%. The net present value is estimated at 70.7 billion rupees. Cost benefit ratio was Sensitivity Analysis The effect of variations in the costs and the benefits on the EIRR is examined, when the cost increases by 10% and the benefits decrease by 10%, simultaneously. The EIRR of the project is 14.6 % which is higher than the discount rate, 12%. In addition, there is a variety benefits derived from the monorail project implementation, although they are not included in the benefits of this economic evaluation: Land value along the monorail is also expected to increase With Project. However it is difficult to distinguish and estimate the increased value solely due to the monorail project implementation, since there are a variety of factors to determine the land prices in addition to the monorail project implementation. The monorail project will reduce emission of air pollutants such as carbon monoxide, nitrogen oxide, sulphur oxide, and suspended particle matter from private vehicles. This can improve the health of residents in the Western Province. The project will also contribute to reduce the emission of greenhouse gas which has an impact on the global warming. Taking these benefits into consideration, the monorail project is an economically viable project. Executive Summary-22

49 3.2 Financial Evaluation Final Report, Executive Summary Financial evaluation is implemented based on the estimation in terms of revenues, construction costs, and operation and maintenance costs (O&M). Additionally, required financial conditions are assumed. As a first step of financial evaluation, based on the said estimation in terms of revenues, construction costs, and operation and maintenance costs, the financial internal rate of return (FIRR) without loan interest is calculated in order to examine the return on the total investment. In this case, FIRR is calculated regardless of financing conditions without interest cost in which it is assumed that the initial investment is done without any loan. Then, based on the assumption on the financing plan, the cash flow analysis is implemented by use of value for money (VMF). The following are the assumptions for general conditions in the financial evaluation. a) Base year: Year 2014 b) Evaluation period: 34 years after the start of operating services of the monorail considering the completion period of the loan repayment as well as the interest payment. c) Life period and Replacement Cost: same as the assumptions of Economic Analysis d) Discount Rate: A discount rate of 2.6% is considered as the following calculation. Real rate of interest (2.6%) = Nominal rate of interest for the government bond (6.9% 3 ) - Rate of inflation (4.3% 4 ) e) Inflation: Inflation is not taken into account either in the revenue or cost estimates during the evaluation period. f) Foreign Exchange Rate: same as the assumptions of Economic Analysis Financial Cost Total project cost of the SKYTRAIN project consists of the construction work cost, rolling stock procurement cost, cost for consulting services, physical contingency, and O&M cost of the project. It is also assumed that additional cost for the monorail rolling stock and the depot will be procured in 2025 and 2030 to meet the increased demand. Revenue The revenues are composed of the monorail fare and the railway related business as in the following Table The monorail fare is set the same as the normal bus level which is 1,221 LKR million per year in the opening year of Based on the demand forecast, the annual fare revenue will be increased. 3 May The average from January to June 2014 Executive Summary-23

50 Monorail Railway related Source: SKYTRAIN Study Team Final Report, Executive Summary Table Estimation of Revenue Item Unit cost, area and operation rate Amount (LKR mil) Floor space for lease Advertisement space (station) Advertisement space (inside monorail car) Advertisement space (exterior monorail car) Car parking at P&R Summary of Financial Evaluation 5,382 LKR/m²/month, 800 m², operation rate=95% 50,000 LKR/m²/month, 2,500 m², operation rate=85% 50,000 LKR/train/month, 24 trains, operation rate=85% 50,000 LKR/train/month, 24 trains, operation rate=85% 75 LKR/hour, 9hours/car, 900 cars/day, 360 days , Total 1, The NPV of the government cash flow funded by JICA STEP loan shows less government deficit rather when compared to another loan in order to implement the SKYTRAIN Project. When the government of Sri Lanka takes a STEP loan 5 from JICA to cover the construction cost of the monorail and rolling stock, and then operates the monorail, and receives the revenue from the operation of the monorail, the NPV of the government cash flow shows the negative value of LKR billion. If the government takes another loan from other country, which the interest rate is 3.6% per annum, and the repayment of principals is 16 years including 4 years grace period, the NPV of the government cash flow shows the negative value of LKR billion. In the case that a public corporation operates the monorail, the corporation is responsible for the O&M cost and receives the revenue from the operations of the monorail, and the government is responsible for the construction cost of monorail, loan repayment and interest, and receives the loan. The NPV of the public corporation shows a negative value of LKR billion with the fare level of normal bus. In other cases of the fare level of semi-luxury bus and increase in steps 6, these NPVs show negative values as shown below. Only the NPV with the fare level of luxury bus shows a positive value of 1.13 LKR billion, though the cash flow indicates negative from the year of 2024 to This negative period is caused by the increase of O&M on the monorail due to the purchase of new rolling stocks in 2025 and the expansion of the depot in 2030 for catching up the increase of demand after Normal bus level : LKR billion Semi-Luxury bus level : LKR billion 5 In the STEP loan, the purchase of additional rolling stocks in 2025 and 2030 as well as the construction cost of the depot for expansion in 2030 are not included. The total amount of STEP loan is LKR billion. 6 This fare is increased in steps, in which the normal bus level is set up from the opening year to 2024, semi-lux. level from 2025 to 2034 and lux. level from Executive Summary-24

51 Final Report, Executive Summary Luxury bus level : 1.13 LKR billion Increase in Steps : LKR billion To improve the financial sustainability, the case study which the public corporation includes the additional revenue from MmTH with Mall-1 (3.2 billion LKR/year) is examined. It is found that this public corporation has the possibility to cover the O&M even from the fare revenue of normal bus level. (NPV with different bus fare level / Normal bus level: LKR billion, Semi-Luxury bus level: LKR billion, Luxury bus level: LKR billion, Increase in Steps: LKR billion) CHAPTER 4 Findings and Recommendations In this Final Report, the entire Feasibility Study result of the Integrated Transport System with Monorail (SKYTRAIN) project has been presented. As the summary of the result, following points are the findings of the project: The monorail system which includes civil structures and electrical and mechanical systems was designed as a technically and economically suitable and effective solution for the introduction of a new transit system in the Colombo Metropolitan Area. The route and stations were selected to capture many passenger demands under the constrains within the urban area of Colombo. It can help to alleviate traffic congestion and to match social and environmental considerations in urban area. The project costs for the implementation of the monorail system will be economically covered by the large amount of benefits from the monorail system. In terms of financial sustainability, the public corporation is difficult to operate a monorail system to increase the fare up to luxury bus level even if the monorail fare setting has the flexibility for demand control. When the public corporation receives the additional revenue from MmTH with Mall-1, the public corporation has the possibility to cover the O&M. In terms of environment and social aspect, EIA study revealed that the potential impacts of the proposed project take place mainly during the construction stage and impact during operational stage is minimal. Although the impact from the project during construction stage could be significant particularly for items such as noise/vibration, traffic and social infrastructure, the impact could be minimised and mitigated to a great extent if appropriate mitigation measures are implemented as suggested in the EIA study. Executive Summary-25

52 Final Report, Executive Summary Social study revealed that impact on agricultural land is relatively high due to acquisition of such land for construction of depot, however, the number of houses and commercial establishments to be relocated due to the project is relatively low, since the monorail route traverses mainly through the already existing road network. Therefore, the project is expected to be implemented as the introduction of the new transit system not only for the public transport user but also the entire residence of Colombo city. In addition, it is to be desired that the monorail project is developed together with MmTH in terms of financial sustainability. Recommendations on the Project Formulation of Project Management Unit (PMU): In order to successfully implement the project smoothly and effectively, the project management unit (PMU) shall play an essential role in communicating among stakeholders and to drive the project. Before official approval of the project, it is necessary to reinforce the core team in the MOT since they play a role for the implementation of the project. Then, right after the approval, it is recommended to start formulating the PMU with a sufficient number of human resources from the necessary fields and preparing the actual implementation. It will be helpful to study similar experiences from other countries for the enforcement of the PMU. Institutional Arrangement for Monorail Operation/Management: Close discussion on how to arrange the institutional arrangement of monorail operation is essential. This study provided several ideas of operational bodies for monorails, so that more effective operation/management methods should be examined before starting operation. Environmental Impact Assessment: Draft EIA report was prepared according with TOR issued by CEA. The draft EIA report shall be submitted to CEA for adequacy checking and shall be finalized based on comment from CEA. After finalization of draft EIA, it is recommended to conduct stakeholder meeting to disclose the result of EIA study to public and seek any comment against the project. The comment raised from public shall be adequately considered and draft EIA report shall be updated to address a comment as necessary. Resettlement and Relocation Activities: As we discussed in the report, the resettlement and relocation activities affect the construction plan and periods directly. In order to make a smooth implementation of land acquisition and resettlement, all the necessary arrangements and measures should be taken in accordance with the Resettlement Action Plan (RAP) prepared for the Project. It is also important to update the draft RAP based on the stakeholders perceptions / opinions through continuous stakeholder meetings. Executive Summary-26

53 Final Report Main Report

54 Final Report CHAPTER 1 Introduction 1.1 Background The transport demand has increased remarkably over the past few years, especially in Colombo Metropolitan Area 1, which consists of Colombo Municipal Council (CMC) and adjacent areas which are strongly related to urban transport. The speed of road vehicle flow has declined resulting in higher vehicle operating cost for vehicle owners and environmental deterioration to the entire community. These impacts negatively affect not only the economic development in the Colombo Metropolitan Area, but also that of the country because around half of the economic activities are concentrated in this area. In addition, the nation s largest international airport and seaport are located within/surrounding the area. The Colombo Metropolitan Area and suburbs, therefore, require improvement and development of the transport system to tackle the increasing transport demand. As the largest metropolitan area in Sri Lanka, the population of Western Province had 5.84 million inhabitants in It is estimated that the total population of Western Province will increase to 7.9 million persons in 2035 and economic growth with urban development plans are also expected. Thus the total person trip demand would increase and the trip demand made by private mode of transport such as passenger cars, three wheelers and motorcycles would increase rapidly due to said population growth and expected increase of household income. Current traffic congestion becomes serious during morning and evening peaks within and around the boundary of CMC and is expanding its area. Furthermore, traffic congestion will worsen due to the anticipated increasing demand if appropriate countermeasures are not taken. Less utilisation of high occupancy vehicles, a lack of facilities for pedestrians and bus passengers, insufficient capacity of public transport and poor enforcement of traffic rules aggravate the situation. In order to develop an efficient urban transport network and promotion of a reliable and safe transport system, the objectives of the Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs (herein under referred to as the CoMTrans Project) are: To prepare reliable transport data that can be utilised to evaluate and formulate transport development plans/projects in a scientific manner by conducting an area-wide transport survey. To formulate a comprehensive Urban Transport Master Plan for the Colombo Metropolitan Area including the six transport corridors prioritised by the Ministry of Transport with justification of selected priority/leading projects for short-term, mid-term, 1 The CoMTrans urban transport master plan defines the area under the following Divisional Secretariat Divisions; Ja-Ela, Gampaha, Mahara, Wattala, Kelaniya, Biyagama, Kolonnawa, Colombo, Thimbirigasyaya, Kaduwela, Sri Jayawardenepura Kotte, Dehiwala, Maharagama, Rathmalana, Homagama, Kesbawa, Moratuwa, Panadura, Bandaragama and Kalutara. 1

55 Final Report and long-term implementation. To conduct a feasibility study on the prioritised projects under the comprehensive urban transport master plan. The CoMTrans project commenced in August 2012 and the urban transport master plan was proposed and discussed with the relevant government agencies including a series of Steering Committee meetings. The list of the members of the Steering Committee and the meetings are summarised in Table and Table Chair Secretary Members Additional Secretary Secretary Assistant Director Assistant Director Table List of the Members of the CoMTrans Steering Committee Additional Director General Director Director Director / Western Province Director (Planning) Chairmen Additional General Manager Secretary Provisional Members Director Engineering (Traffic, Design & Road Safety) Deputy Inspector General, Traffic (Western) Ministry of Transport Ministry of Defense and Urban Development Ministry of Highways, Ports and Shipping Ministry of Private Transport Services Ministry of Environment Department of National Planning Department of External Resources Urban Development Authority Road Development Authority Sri Lanka Transport Board Sri Lanka Railways Western Provincial Council/Provincial Ministry of Transport Japan International Cooperation Agency Colombo Municipal Council Sri Lanka Police Note: Advisor(s) from academia attended the Steering Committee meeting with recommendation from chairman and the team. 2

56 Final Report Table List of the CoMTrans Steering Committee Meetings No. Date Topic 1 29 th August, 2012 Comments on the Inception Report Decision on the Members of the Steering Committee and the Technical Committee Decision on the Undertakings of the Government of Sri Lanka 2 12 th March, 2013 Progress of the Transport Surveys Goals of Urban Transport System Development Population Framework Road Network and Transit Network Options 3 17 th May, 2013 Progress of the Transport Surveys Preliminary Results of the Transport Surveys Concept of Transit Route Options 4 21 st June, 2013 Preliminary Results of Transport Surveys Concept of Transit Options by Corridor Proposal of Integrated Transport System with Monorail Concept of Multi-Modal Transport Hub 5 18 th November, 2013 Draft Urban Transport Master Plan Current Transport Condition Vision, Goal and Strategies of the Master Plan Future Socio-Economic Framework and Demand Forecast Proposal and Evaluation of Corridor Project Options Proposal and Evaluation of Non-Corridor Project Options Benefit of the Master Plan Comments on the Master Plan 6 11 th February, 2014 Concept of the Integrated Transport System with Monorail, SKYTRAIN Monorail System and Route Options MmTH Concept Design Cost Estimation and Economic Viability of the Project 7 12 th August, 2014 Explanation of the Finalised Master Plan The SKYTRAIN Project Progress of the Environmental Impact Assessment (EIA) System Design of the SKYTRAIN Project Institutional Arrangement Economic and Financial Viability of the SKYTRAIN Project 3

57 Final Report The CoMTrans master plan proposed four goals for urban transport system development in CMA. Equity in Transport to All the Members of Society Efficiency in Transport Systems to Support Economic Activities Environmental Impact and Health Promotion Related to Transport Traffic Safety and Security in Transport To achieve the aforementioned goals, the CoMTrans master plan made policies 1) to promote use of public transport, 2) to alleviate traffic congestion, 3) to reduce air pollutants/traffic noise and to promote health, and 4) to reduce transport accidents and to improve security. The Colombo Metropolitan area is experiencing rapid motorization due to vigorous economic growth especially after the end of the Conflict in On the other hand, public transport, especially bus is losing the share because of low service level and traffic congestion. While a bus has the largest share among all transport modes, bus ridership is affected by the traffic congestion. This results in the vicious circle of motorization. The more roads are congested, the less people use buses due to long travel time of buses. It is estimated that the share of motorised private transport will continuously increase, and, it will reach 59% in 2035 if the government keep the status quo policy as shown in Figure Therefore, policy intervention is essential to prevent people from shifting to private modes of transport and enhance using public transport. This is also empirically proven by experiences of many urban areas in the world. Figure shows vehicle ownership and gross regional products (GRP) per capita of cities in the United States (U.S.), the European Union (EU) and Asia. Cities in U.S., EU and developed Asian cities took different paths. While U.S. cities are dependent on cars, developed Asian cities succeeded to deter vehicle ownership with development of public transport systems. As show in Figure 1.1.2, the share of public transport will continuously decrease with economic growth if the government does nothing. While some U.S. cities are recently trying to increase the share of public transport to reduce externalities of private mode of transports, a limited number of cities have succeeded to regain a share of public transport. Once car ownership and a share of private mode of transport increases, it is difficult to reverse it due to the captive characteristics of car users. With the decrease of travel speeds on the roads due to the abovementioned severe traffic congestion, the travel time of buses will increase. This might accelerate the shift to private modes of transport. It is highly expected to break this vicious circle though provision of convenient, fast and high capacity public transport modes. 4

58 Final Report US cities European cities No of cars per 1000 population Developed Asian BKK JKT BJG MNL Shanghai Athens Taipei Seoul Frankfurt London Rome Singapore Hong Kong GRP per capita ('000 US $) Developing Asian Paris Tokyo Atlanta Houston New York US cities EU cities Developed Asian cities Source: Morichi, S and Acharya, S.R. (eds.) (2012) Transport Development in Asian Megacities -A New Perspective-, Springer Figure Vehicle Ownership and GRP per Capita of Cities in U.S., E.U. and Asian Cities Public transport mode share and timing of transit investment Public Transport mode share Do-nothing-path Desirable path Feasible Unfeasible Difficult Feasible Early Appropriate Late Timing Indicator Source: Hanaoka, S. (2014) International Experiences in Urban Transport Policies and Financial Options for Urban Transport Projects presented for CoMTrans Special Seminar on Sustainable Urban Transport Development on 21st January, 2014 Figure Public Transport Mode Share and Timing of Transit Investment 5

59 Final Report Total person trip demand would increase by 1.75 times from 2013 to 2035 however it should be noted that the trips made by private cars would increase from 0.93 million trips in 2013 to 5.55 million trips in 2035, which implies that the growth of trips by cars accounts for almost six times of the increase during the period as illustrated in Figure In 2013 the share of public transport in the Western Province is 58%; however, the share of public transport would fall to 41% in 2035 if no improvement of public transport was undertaken as shown in Figure It is evident that Colombo Metropolitan Area also might follow the same path with U.S. cities if no action is taken. This phenomenon is irreversible as shown in Figure It is, therefore, essential and urgent to take drastic measures to improve service level of public transport Unit: Mn. trips per day Present Car Oriented Car Oriented Car Oriented Public Transport 3 Wheeler Motorcycle Car Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport Figure Increase of Person Trips by Mode of Transport:

60 Final Report 0% 20% 40% 60% 80% 100% Present 14% 15% 13% 58% Car Oriented 27% 13% 11% 50% Car Oriented 33% 12% 10% 46% Car Oriented 39% 10% 9% 41% Car Motorcycle 3 Wheeler Public Transport Source: CoMTrans Study Team, Car Oriented Scenario, Excluding non-motorised transport Figure Change of Modal Share for Car Oriented Scenario: Under the abovementioned major transport policies of the master plan, comprehensive analyses on major transport corridors, the inner city area and other areas have been conducted. The master plan study identified seven major transport corridors; Negombo, Kandy, Low Level, Malabe, High Level, Horana and Galle Corridors, due to their high level of traffic volume. Based on the formulated socio-economic framework and future demand forecast, solutions for the transport corridors were evaluated. Several transport policies were selected for these corridors. Inner city projects and non-corridor transport projects were also proposed and evaluated. The proposed road and public transport infrastructure development network is illustrated in Figure

61 Final Report Monorail New Railway Line Source: Final Report, CoMTrans Figure Entire Transport Network Plan in

62 Final Report The proposed projects for the seven transport corridors are summarised in Table Table Summary of Development Options for the Seven Corridors Note: Modernized includes electrification, double tracking, improvement of signalling and telecommunication, procurement of train cars, track layout improvement, improvement of station facilities etc. The modernization of the railway can significantly improve railway capacity. Source: CoMTrans Study Team The transport network comprises links and nodes. While the aforementioned corridor projects and circular roads and public transport projects create links between traffic generating points, these links have to be connected in a proper manner at a node which means a railway station, an inner and intra provincial bus terminal, a BRT station, a monorail station and a parking facility. The smooth connection at a transport node of a network is essential to make a link project viable. In the case of CMA, all the transport modes are concentrated in the Fort and Pettah areas. However, the linkages of these transport modes as well as with the hinterlands are not well organised. Taking various factors into consideration such as current and future transport volume, degree of traffic congestion, accessibility to public transport, size of investment, public transport network development, urban planning perspective and economic and financial viability; the Steering Committee of the CoMTrans Project chaired by the Secretary of the Ministry of Transport has decided to focus on ; 1. Monorail system for Malabe Corridor, 2. Multi-Modal transport facilities, 3. Park and Ride facilities (P&Rs) at the monorail stations. The Committee also named this package of projects as the Integrated Transport System with Monorail, SKYTRAIN with a view to the first elevated transport system on the Island. While 9

63 Final Report each single component of the SKYTRAIN project might not be sufficient to significantly improve public transport ridership, this package mutually benefits each component by improving the convenience of the public transport system as a network. In this study, the feasibility study of the SKYTRAIN project is undertaken. Source: SKYTRAIN Study Team Figure Components of SKYTRAIN Project Source: SKYTRAIN Study Team Figure Images of Monorail System 10

64 Final Report This report, therefore, covers the third objective of the CoMTrans Project; conducting a feasibility study on the Integrated Transport System with Monorail, SKYTRAIN, the prioritised projects under the comprehensive urban transport master plan for the Monorail in Malabe Corridor. It should be noted that all public transport modes including the monorail network, railway network and BRT network should be linked closely as the majority of public transport passengers transfer between several modes of transport from their origins to their destinations. However, the feasibility study on the SKYTRAIN project was only conducted in the scope of the CoMTrans project. Therefore, the feasibility studies on other transport projects are strongly awaited. 1.2 Scope of the Feasibility Study In order to achieve the study objectives mentioned above, the feasibility study shall cover the following components according to the Record of Discussions of the CoMTrans project: 1) Conduct supplementary surveys 2) Prepare/select design standards for the project 3) Conduct preparatory design of the project 4) Conduct economic and financial analyses 5) Conduct EIA 6) Prepare an implementation strategy 7) Prepare an operation and maintenance strategy This Report was prepared to evaluate the viability of the SKYTRAIN project from the technical, economic, financial and environmental perspectives. 1.3 Structure of Report This report consists of the following chapters: Chapter 2 elaborates selection of routes and mode of the proposed transport system on Malabe Corridor based on the CoMTrans urban transport master plan. With a view to the technical, economic, financial and environmental aspects; the selection procedure of a route and a mode is discussed. Chapter 3 describes the current and estimated passenger demand of the monorail system for Malabe Corridor in line with the demand forecasting methodology of the CoMTrans urban transport master plan. The location of the monorail stations are also mentioned in this Chapter. Chapter 4 discusses several alternative alignments of the monorail system and proposed the appropriate alignment for CMA. As there are several control points on the corridor such as socially and environmentally sensitive areas, alternatives are examined to minimise social and environmental impacts as well as to improve the efficiency of the system. Chapter 5 proposes the details of the monorail system including operation plan, train 11

65 Final Report procurement plan, depot plan, typical structure of the monorail, signalling and telecommunication systems, and electricity plans with technical details. Chapter 6 summarised the estimated project cost of the monorail system on the Malabe Corridor proposed in Chapter 5 with a breakdown by major cost items. Chapter 7 shows a possible overall project schedule for the basic design, detailed design, tender procedure, construction and trial running until commencement of operation of the monorail system. Chapter 8 presents the transport administration in CMA and proposes an implementation scheme and organizational structure for operation and maintenance for the monorail system. Chapter 9 explains the Multi Modal Centre and P&R facilities. Concepts, layout plans and cost estimates are describes. Chapter 10 depicts the results of the analysis on the economic evaluation of the SKYTRAIN project with the passenger demand and the total project cost estimated. Chapter 11 discussed the financial aspect of SKYTRAIN project, especially the sustainability of the operation and management of the Monorail system. In Chapter 12, environmental and social impacts such as air pollution, water pollution, noise, vibration, ground subsidence, irrigation, fauna, flora, biodiversity, global warming, land acquisition, and resettlement due to the proposed monorail system as well as mitigation methods are examined. Chapter 13, finally, mentions the summary of findings and recommendations for the SKYTRAIN project and other necessary actions to be taken for realization of the project. 12

66 Final Report CHAPTER 2 Corridor and Mode Selection 2.1 Selection of Corridor This section discusses selection of corridors for the proposed transit system in Colombo Metropolitan Area (CMA). Detail examination on route alignment is described in Chapter Current and Future Perspective of Transport in Colombo Metropolitan Area The Screen Line Survey at the boundary of Colombo Municipal Council (CMC) results showed that Malabe Corridor has the highest number of vehicles followed by Kandy Corridor and Galle Corridor as shown in Figure Source: CoMTrans Screen Line Survey, 2013 Figure No. of Vehicles by Mode (Both Directions, 1,000 per Day) Travel speeds of major transport corridors are show in Figure Malabe Corridor and Galle Corridor were the lowest peak hour average travel speed of 13.8 km/h. The five percentile lowest travel speeds of the Malabe Corridor was 8.0 km/h which is the lowest among all transport corridors. 13

67 Final Report km/h Average speed at peak hour km/h km/h Malabe Kandy Negombo Low Level To Kaduwela via Malabe 9.3 km/h To Kadwatha 10.9 km/h 9.0 km/h High Level 10.6 km/h Horana 8.4 km/h Galle To Ja Ela To Kaduwela To Kottawa To Peliyandala To Moratuwa Average speed at peak hour on corridor 15~20km from Fort est. est. est. 5 percentile peak hour speed Source: CoMTrans Travel Speed Survey for 2013 and CoMTrans estimates for 2020, 2025 and 2035 (Do Nothing Scenario). Figure Peak Hour Travel Speed of Major Transport Corridors In the Western Province, significant growths in terms of population and economy are expected. The population of 5.8 million in 2012 is expected to increase to 7.1 million in In addition, In line with the economic growth as shown in Table 2.1.1, the share of income group with equal to or more than LKR 8,000,000 will be majority in 2035 as shown in Figure This means that a number of people is affordable to purchase a passenger car. 9,000,000 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000, Kalutara District Gampaha District Colombo District Note: After 2015, the projected populations are shown in the High, Medium, and Low growth scenarios. Source: CoMTrans Study Team Figure Population Projections to

68 GRDP (Constant Price) (Mil. LKR) Final Report GRDP of Primary Industry (Mil. LKR) Table GRDP Forecast GRDP Secondary Industry (Mil. LKR) GRDP Tertiary Industry (Mil. LKR) Share of Primary Industry Share of Secondary Industry Share of Tertiary Industry 2007* 1,037,979 30, , , % 31.9% 65.1% 2008* 1,074,024 33, , , % 31.7% 65.2% 2009* 1,122,769 31, , , % 33.0% 64.2% 2010* 1,186,453 35, , , % 31.9% 65.0% 2011* 1,271,404 40, , , % 32.7% 64.1% 2012** 1,340,802 42, , , % 32.7% 64.1% 2015*** 1,603,800 47, ,300 1,023, % 33.2% 63.8% 2020*** 2,209,700 58, ,800 1,399, % 34.0% 63.3% 2025*** 2,971,100 70,600 1,036,200 1,864, % 34.9% 62.7% 2030*** 3,828,000 81,200 1,368,500 2,378, % 35.7% 62.1% 2035*** 4,702,200 88,900 1,723,200 2,890, % 36.6% 61.5% Note: * Source: Central Bank of Sri Lanka, ** Estimation, CoMTrans Study Team, *** Projection, CoMTrans Study Team Note: Group C is less than LKR 40,000. Group B is LKR 40,000-79,999. Group A is LKR 80,000 and above Estimation from CoMTrans Home Visit Survey. Income Unknown: 10,961 (0.2%) projection, CoMTrans Study Team Figure Proportion of Projected Population by Income Level in Western province 15

69 Final Report Proposal of CoMTrans Urban Transport Master Plan The CoMTrans Urban Transport Master Plan proposed public transport networks for 2020, 2025 and 2035 taking efficiency, environmental friendliness, equity, safety and security aspects into consideration. Based on the large-scale home visit survey (36,000 households samples) on travel behaviour, a series of transport surveys and secondary data from various resources; seven major transport corridors in the Colombo Metropolitan Area were identified. With preliminary transport demand forecasts the economic benefits, costs and other performance indicators of the potential projects were estimated for each transport corridor. Multi-criteria analyses were conducted to identify the best option for the seven transport corridors. Selected projects by corridor are summarised in Table A monorail system is also selected in the CoMTrans Urban Transport Master Plan taking capacity, speed, land acquisition, initial cost, operation and maintenance cost, day light interference and aesthetical aspects into consideration. While analyses of the transport corridor might give direction on corridor-wise transport system development, it is also essential to take the entire transport network into account, such as circular and inner city transport systems. For the purpose of proposing the best transport policy for the CMA, several transport system development scenarios, including corridor-only base case, intensive highway development, combined public transport and highway development, and public transport intensive scenarios were analysed and several performance indicators were estimated. The public transport intensive scenario with transport demand management (TDM) was selected by the multi-criteria analysis. Considering budget constraints for transport development for the CMA, phasing of the master plan was proposed. The proposed master plans for the public transport network development for the short, intermediate and long terms are shown in Figure 2.1.5, Figure and Figure respectively. 16

70 Final Report Monorail New Railway Line Source: Final Report, CoMTrans Figure Short-Term Public Transport System Development Plan 17

71 Final Report Monorail New Railway Line Source: Final Report, CoMTrans Figure Intermediate-Term Public Transport Development Plan 18

72 Final Report Monorail New Railway Line Source: Final Report, CoMTrans Figure Long-Term Public Transport Development Plan 19

73 2.1.3 Why Malabe Corridor? (1) The Highest Demand Final Report Malabe Corridor connecting Colombo Municipal Council, Battaramulla, Malabe and Kaduwela has the highest vehicle volume among all seven transport corridors at 5,100 passenger car units per hour per direction while the passenger volume of the Malabe corridor is 23,500 passengers per hour per direction, the second highest following Kandy corridor. Average travel speed on the corridor is 13.8 kilometres per hour during peak period at the boundary of Colombo Municipal Council. (2) Corridor without a Transit System with Urban Development Projects It also is the corridor without a rail based public transport system. Moreover, the current transport system is unable to handle increasing passenger demand due to the relocation of government offices to Battaramulla area, which will include the new Defence complex in Akuregoda. Therefore, in the CoMTrans master plan, the Fort-Malabe corridor has been identified as requiring urgent policy intervention to shift private mode users to public transport. Multi-criteria analysis for mode selection was conducted from the perspective of capacity, speed, land acquisition, initial cost, operation and maintenance cost, daylight interference and aesthetical aspects, and, a monorail system was selected. (3) Consideration of Constraints Since monorail requires less land acquisition and has a large capacity, monorail is also identified as an ideal option for inner city transport solutions. The northern area of the CMC, with no public transit access, has a population of approximately 192,000 according to Census of Population and Housing, As population density of this area is relatively higher than other areas in the CMC, it would take time to construct a new road which requires a significant amount of vacant lands. In the Kelaniya area, a Multi-modal transport centre (MMC) is proposed considering the strategic location where the railway Main Line, Kandy road and Negombo road meet. A number of long-distance buses on Kandy road, intra provincial buses on Kandy and Negombo roads, proposed bus rapid transit (BRT) service and railway service will be linked together. The monorail system is expected to connect to Kelaniya MMC. In the master plan, three key transit systems, modernised railway, bus rapid transit and monorail are proposed. These three transport modes should be inter-connected to function as one public transport network. To cover all seven transport corridors and to connect monorail with modernised railway and BRT on Galle road corridor, a short extension line from Town Hall area to Kollupitiya also was proposed Route Options As mentioned in the previous sub-section, the CoMTrans urban transport master plan selected monorail for Malabe Corridor and High Level Road Corridor. The section from Kelaniya Fort Town Hall Battaramulla Malabe Kaduwela and Kollupitiya Town Hall were recommended for monorail in the short-term as shown in Figure This feasibility study is 20

74 Final Report in line with this master plan proposal. While approximate locations of corridors and routes are mentioned in the master plan, there is room for discussion on route alignment. This sub-section aims to present major options on routes and major discussion points. (1) Northern Colombo Section (Kelaniya to Fort) Though the CoMTrans master plan proposed to connect Fort and Kelaniya, the alignment between these two locations remains unclear. Two alternatives are considered for the Northern part of Colombo as shown in Figure Source: SKYTRAIN Study Team Figure Route Alternatives of Northern Colombo Section While the northern part of Colombo has approximately 192,000 residents according to the Census of Population and Housing 2012, access to the area is only by private mode of transport or buses. The results of the home visit survey by the CoMTrans Project indicated that most trips were for short travel distances and that it was difficult to reach economic and social activities in other parts of the city. The roads in this area are narrow and the high density of housing does not permit improving road access much further. There is no railway service to this area. Figure 2.1.9shows accessibility from the railway station and population density as of It is evident that the northern part of Colombo has higher population density but no railway access. 21

75 ± Final Report Ragama &3 Horape &3 Enderamulla &3 Hunupitiya &3 Wanawasala &3 Kelaniya &3 Colombo Fort Secretariat &3 &3 Slave Island &3 Maradana &3 Dematagoda &3 Baseline &3 Kollupitiya &3 Kotta Road &3 &3 Railway Station Bambalapitiya &3 Narahenpita &3 Railway A Class Roads B Class Roads Kirillapone &3 Other Roads 800 m Buffer from Railway Station Population Density(Person/Sq Km) Below Wellawatta &3 Nugegoda &3 Pangiriwatta &3 Udahamulla & Above Kilometers Dehiwala &3 Navinna &3 Maharagama &3 Source: Population data: Census of Population and Housing, 2012 by Department of Census and Statistics; Illustration by CoMTrans Figure Access to Railway Stations and Population Density 22

76 Final Report (2) City Centre In the centre of Colombo Municipal Council, two routes are proposed in the master plan. The main line takes the route from Malabe to Kotahena via Battaramulla, Borella, National Hospital (Town Hall), Fort, Pettah, and Maradana. A short extension line runs from National Hospital (Town Hall) to Kollupitiya. There was an idea to extend the short extension line further to the north and cross the main line at Town Hall or another location. However, the monorail piers will be significantly tall structures such as 30m from the ground level if these two lines cross. Considering the landscape of the National Hospital (Town Hall) area where parks and historic buildings are located, the height of monorail pier and beam structure should be minimised. Therefore, it is proposed to connect the two lines in the National Hospital (Town Hall) area without tall structures. Source: SKYTRAIN Study Team Figure Proposed Route around City Centre For the section between the National Hospital (Town Hall) area and Welikada area, two alternative routes are proposed as shown in Figure The figure shows land use patterns and major trip generating points. The original dotted alignment followed Ward Place road, Baseline Road and Sri Jayawardanapura Mawatha because of the relatively straight alignment. However, the original route is away from major trip generating points and commercial and business land use. Therefore, the new alignment which follows E. W. Perera Mawatha, Gnanartha Pradeepa Mawatha and Dr. N. M. Perera Mawatha is proposed. Stations on the proposed route can cover major trip generating points such as major hospitals, schools and government buildings within walking distance. 23

77 Final Report Ministry of Transport( 2610 ) ; Ananda BV( 1987 )? Ananda College( 6721 )?? Veluwana College( 1690 ) Gothami BV( 3093 ) Asoka V( 3027 ) Dialog Axiata( 1315 )? Nalanda College( 4715 )? /? Immigration & Emigration( ) Nestlé Lanka( 1759 ) ; Anuruddha BMV( 1221 ) Aiken Spence Tower( / 6740 ) HNB Tower( 5651 ) Sri Sangamitta BV( 1575?) /! /? K Access towers( 2681 ) Suwasiripaya( 4864 )! Rathnawali BMV( 1709 ) / The Rathnam Private Hospital( 0 )? ; De Soisa Maternity Hospital( 0 ) Faculty of Medecine( 0 ) K # C.W.W.Kannangara MV( 2071 ) National Hospital?! Arpico Super Centre,Colombo 02( ) National Hospital( 0 ) / Lady Ridgeway Hospital( 0 ) K Odel( 7245 ) K / Town Hall( 5816 ) Yasodara BV( 2504 ) Colombo Municipal Council( 4240 ;)? ; Dharmapala Mawatha Super Market Borella( 1725 ) Borella! /!! Borella Cotta Road! University of Visual and Performing Art( 0 ) # Devi! BV( 2807 )? D.S.Senanayake College( 6447 )? IIM University of Colombo( 0 ) # MONORAIL ALIGNMENT(STAGE 1) Kilometers!(!!! MmTH(Fort) MMC P+R/Station Plaza Monorail Stations Monorail Route 1 Monorail Route 1 Options Monorail Route 2 Highways Railway Line A Class Roads B Class Roads Business Commercial Education Government Health Industries Marsh/Barrow Pit Open Land Other Residential Roads Transport Wetland Hotel / Bank/Commercial? School ; # K I Government Higher Education Hospital Source: SKYTRAIN Study Team Figure Route Analysis of Two Alternatives in the National Hospital and Borella Section (3) Battaramulla Area For the Battaramulla area, the original route alignment followed Malabe road. While some commercial and business land use patterns are observed along the alignment, there were a number of sharp curves. This results in low travel speed. It is also noted that there were huge government complexes such as Isurupaya, the Foreign Employment Bureau and the Central Environmental Authority. Therefore, an alternative route was proposed which runs over Pannipitiya Road, Denzil Kobbekaduwa Mawatha and marsh land. 24

78 Final Report Koswatta! Lumbini Temple! Thalahena! Diyawanna Lake! Sethsiripaya Battaramulla!! Sethsiripaya( 9272 ) Sri Subuthi MMV( 1291 ) Sethsiripaya ;? Battaramulla!! Robert Gunawardana Maw! Foreign Employment Bureau( 4599 ) ; Palan Thuna! Isurupaya( 5019 ) ; MONORAIL ALIGNMENT(STAGE 1) Kilometers!(!!! MmTH(Fort) MMC P+R/Station Plaza Monorail Stations Monorail Route 1 Monorail Route 1 Options Monorail Route 2 Highways Railway Line A Class Roads B Class Roads Business Commercial Education Government Health Industries Marsh/Barrow Pit Open Land Other Residential Roads Transport Wetland Hotel / Bank/Commercial? School ; # K I Government Higher Education Hospital Source: SKYTRAIN Study Team Figure Route Analysis of Two Alternatives in the Battaramulla Area Phasing of the Project The CoMTrans urban transport master plan proposed phasing of the project as shown in Figure 2.1.5, Figure and Figure taking financial and other constraints into consideration. In addition, further detailed phasing is required for the short term to efficiently invest the funds which the monorail really requires. As the monorail system has to have a depot when it starts operation, the location of a potential depot is critical. Due to availability of spacious vacant areas of land, Malabe and Kelaniya are considered as potential locations for a depot. Land acquisition also affects the project schedule. The Road Development Authority and Colombo Municipal Council are widening Mattakuliya Centre Road which is currently partially a 1-lane per direction road. Thus, construction of the monorail would be smooth if it is done after the completion of the road widening project. The details of the demand forecast methodologies and assumptions are described in Chapter 3. Figure shows the forecast sectional passenger demand in According to the forecasted demand, the Northern section has less demand compared with other sections. 25

79 Final Report Public Transport Passenger Volume ( FC2_1akh (Stage 1, Stage - Feasibility 2 and Monorail Study on - Normal High Level Bus Road, Fare Normal - Revised Bus Fare, Bus with Routes TDM) ) Numbers represent daily sectional passengers volume of transit in 1,000 (bidirectional). Kilometers Legend BRT Mono-Rail Rail Bus Source: SKYTRAIN Study Team Figure Daily Sectional Passenger Demand for Public Transport in

80 Final Report Taking the initial depot location, condition of the road widening project and passenger demand into consideration, phasing of the project is proposed as shown in Figure Source: SKYTRAIN Study Team 2.2 Selection of Mode Figure Proposed Route of SKYTRAIN Project As mentioned in the above sub-section 2.1.2, monorail was proposed for Malabe Corridor, Inner City Lines and High Level Road. In addition to discussion in the master plan, this sub-section will re-examine mode selection regarding the proposed short-term transit solution for the Malabe Corridor. The first sub-section will introduce possible transit modes and the subsequent sub-section will discuss points to be considered for the mode selection. The last sub-section will present the mode selection process and justification Introduction of Transit Modes (1) Bus Priority System While the bus priority system does not require additional vehicles for operation, bus priority lanes and / or bus priority signals give priority to the bus fleets. Non-bus vehicles are usually requested to give way to buses in the bus priority lane when buses are in the lane. The bus priority signalling minimises waiting time of buses at signalised intersections by giving a green light to the buses. Characteristics of the bus priority system are summarised in Table and Table

81 Final Report Traffic Signal Control Centre 2. Signal Control 1. Detector Source: CoMTrans Study Team Figure Image of Bus Priority Signalling System Source: CoMTrans Study Team Figure Photos of Bus Priority Lanes Table Characteristics of Bus Priority System Strengths Initial cost is considerably low. The required major initial investment is for the bus priority signalling system and pavement marking. The system can be implemented in a short time No land acquisition is required Operation is flexible depending on the demand There are neither aesthetic concerns nor daylight interference Limitations Capacity is the least among the proposed options. (roughly 10,000 passengers per hour, per direction) Travel speed is lower compared with other public transport systems. Road capacity is slightly affected. There is a noise from an engine. Considerations to Implementation Implementation requires close coordination with the police, road development authority and local authorities Source: CoMTrans Study Team 28

82 Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost Final Report Table Specifications of Bus Priority System Operation and Maintenance Cost Daylight Interference Aesthetical Noise 10,000 PPHPD 10-20km/h No Acquisition 300m 1 km Less than 1mn. USD/km Not Available Not at all Not at all Moderate due to diesel engines Note: PPHPD stands for passengers per hour, per direction. Source: CoMTrans Study Team As mentioned in Table 2.2.1, the bus priority system can be implemented in a short time with a lower initial investment and without land acquisition. On the other hand, the maximum capacity of the system is the least among the proposed transport options. Improvement of travel speed is limited as well. Therefore, this system is appropriate for corridors with low demand to improve the service level of conventional bus services. It also should be noted that implementation of this system requires intensive coordination among relevant agencies as it might reduce road capacity for private vehicles. (2) Bus Rapid Transit (BRT) Application of Bus Rapid Transit (BRT) is drastically increasing in urban areas in developing countries, especially rapidly growing emerging countries such as India, East Asian Countries and Latin American countries. BRT utilises designated lanes of a road for buses. Specially designed high capacity bus fleets are often adopted. Characteristics of bus rapid transit are summarised in Table and Table

83 Final Report Curitiba Jakarta Ahmedabad Ahmedabad Source: Curitiba, Mario Roberto Duran Ortiz; Jakarta, Oriental Consultants; Ahmedabad, DeshGujarat.com Figure Photos of Bus Rapid Transit (BRT) Table Characteristics of Bus Rapid Transit (BRT) Strengths Initial cost is low. The required major initial investment is for the bus shelters, special bus fleets for BRT, ticketing system, and curbs for dedicated BRT lanes. The system can be implemented in a short time. Operation is flexible depending on the demand. The system can be applied for both elevated and ground level structure. There is neither aesthetic concern nor daylight interference except for elevated BRT. Medium passenger capacity (13,000 passengers per hour, per direction) Limitations One lane per direction of the road will be occupied. Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles. Travel speed can be limited in the case of a non-elevated system due to delay at intersections. Daylight interference and aesthetic concern (in the case of elevated structure) There is a noise from an engine. 30

84 Final Report Considerations to Implementation Source: CoMTrans Study Team Traffic arrangements at intersections should be scrutinised. Legal basis is required to exclude passenger cars in a BRT lane. Institutional arrangements for implementation are necessary Coordination with existing bus operators, taxis and paratransit operators is required. Implementation requires close coordination with the police, road development authority and local authorities. Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost Table Specifications of Bus Rapid Transit (BRT) Operation and Maintenance Cost Daylight Interference Aesthetical Noise 3,000 13,000 PPHPD* 15-25km/h Requires road width of 20m 500m 1 km 2 mn. USD/km USD 2.0 / car-km ($0.04 per passenger) Not at all Not at all Moderate due to diesel engines Note: PPHPD stands for passengers per hour, per direction. Capacity of 12,000 to 13,000 PPHPD is assuming normal BRT system with 1-lane per direction system with single stopping bay stations. The capacity can increase to 20,000 PPHPD with a 1-lane per direction configuration with multiple stopping bays and the platooning of vehicle movements according to the example in Porto Alegre, Brazil. In addition, Bogota Colombia s Trans-Milenio is carrying 45,000 passengers per direction per hour with 2 dedicated lanes, articulated buses, stations with multiple bays, multiple permutations of routes, at-level boarding, pre-board fare system and double doors. (Reference: Edited by Lloyd Wright and Walter Hook (2007) Bus Rapid Transit Planning Guide, Published by the Institute for Transportation and Development Policy, Although BRT is an inexpensive and high-capacity public mode of transport, it is essential to allocate one lane of the road for each direction. When it comes to application in Colombo Metropolitan Area, the limited availability of road space should be taken into account. Figure shows typical cross-sections with median dedicated bus lanes of normal section and at BRT station sections. While a curb-side bus lane is another option, expected widths of the roads are more or less the same. 31

85 Final Report Cross Section with Dedicated Bus Lanes 29.0m Sidewalk General Purpose Lane Busway Median Busway General Purpose Lane Sidewalk Shoulder Separator Separator Shoulder Cross Section with Dedicated Bus Lanes at Bus Station 29.6m Shelter Sidewalk General Purpose Lane Busway Station Busway General Purpose Lane Sidewalk Shoulder Separator Separator Shoulder Source: SKYTRAIN Study Team Figure Typical Cross-Sections with Dedicated Bus Lanes (Median-BRT Lane Case) Unfortunately, only a few roads have a width of more than 29m in Colombo Metropolitan Area (CMA). This implies that application of typical cross-sections might require a significant amount of land acquisition. However, compromises in the width of bus lanes and width of sidewalks can be proposed for CMA taking examples from other countries and bus operation in CMA. As shown in Figure 2.2.5, roads with approximately 25m width can be utilised for BRT keeping 2-lanes open for private vehicles by direction. In the case of one-way roads, approximately 15m is enough to accommodate dedicated lanes for a BRT system. In addition, a reversible bus lane system which can be used for one direction for morning peak hour and the opposite direction for evening peak hour can reduce the width to roughly 20-21m. 32

86 Final Report Two-way Road Configuration 2m 3.25m x2 7.5m 3.25m x2 2m One-way Road Configuration 2m 24.5m 4.0m 3.25m x2 2m Two-way Road and Reversible Bus Lane Configuration 2m 3.25m x2 14.5m 4.0m 3.25m x2 2m 21m Source: SKYTRAIN Study Team Figure Compromise Cross-Sections with Dedicated Bus Lanes Figure shows roads which can accommodate a BRT system in Colombo Metropolitan Area. While some roads such as Baseline Road, Colombo-Kandy Road, Galle road, Duplication Road and a part of Malabe road have enough width to accommodate it, some sections of Malabe Road such as in the Borella area, Battaramulla area and Malabe area require land acquisition to incorporate a BRT system without reducing the number of lanes for private modes of transport. 33

87 Final Report One-way road with 14+m width Two-way road with 20-25m width Two-way road with 25+m width Other arterial roads Source: SKYTRAIN Study Team Figure Current Road Width of Arterial Roads 34

88 (3) Automated Guideway Transit (AGT) Final Report Automated Guideway Transit (AGT) is an automated grade-separated transit system with rubber tires. The system is standardised in Japan. Most of the systems are fully automated and driverless systems. Characteristics of AGT are summarised in Table and Table Tokyo Singapore Source: Japan Transportation Planning Association (left and lower right) and Wikimedia Free License Pictures (Upper right) Figure Photos of Automated Guideway Transit (AGT) Table Characteristics of Automated Guideway Transit (AGT) Strengths Flexibility in alignment due to minimum radius of 20m Driverless system can minimise human error and reduce operation and maintenance cost. Moderate passenger capacity (4,000 20,000 passengers per hour, per direction) Minimum noise level among all public transport modes Limitations Daylight interference and aesthetic concern due to slab structure Higher cost compared with bus-based options Considerations to Implementation Legal regulations to permit the new mode of transport. Institutional arrangements for implementation Coordination with existing bus operators, taxis and paratransit operators is required. Source: CoMTrans Study Team 35

89 Final Report Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost Table Specifications of Automated Guideway Transit (AGT) 4,000 20,000 PPHPD 20-30km/h Required at station sections 500m 1 km mn. USD/km Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passenger) Daylight Interference Aesthetical Noise Pier and slab interfere with daylight. Pier and Slab can be an aesthetical concern. Note: PPHPD stands for passengers per hour, per direction. Source: CoMTrans Study Team Minimum due to rubber tire system without diesel engine While AGT is a technically sound and safe mode of transport considering the experience in Japan and other countries, the balance of cost and capacity should be examined and compared with other modes of public transport. It is also noted that the slab structure will interfere with the daylight and landscape of the city. (4) Monorail Straddled monorail is a transit system on a single concrete rail which has the highest passenger capacity among the various types of monorails. The specially designed monorail vehicle can grasp the rail and run on the rail as well. While a broader definition of monorail can include a variety of monorail systems such as suspended monorail, the straddled monorail system is discussed in this report as there have been many installations worldwide as a solution for urban transport problems. Characteristics of the monorail are summarised in Table and Table Daegu, Korea Manufactured by Japanese Monorail Company Source: Hitachi Ltd. (Left and Right) Figure Photos of Monorail 36

90 Final Report Table Characteristics of Monorail Strengths Flexibility in alignment due to minimum radius of 60m Less daylight interference and less aesthetic concern due to simple beam structure High passenger capacity (30,000 passengers per hour, per direction) Minimum noise level among all public transport modes Limitations Relatively higher initial cost of rolling stock due to complicated structure Difficulties in evacuation Complex switching system requires slab structure Considerations to Implementation Legal regulations to permit the new mode of transport. Institutional arrangements for implementation Coordination with existing bus operators, taxis and paratransit operators is required. Source: CoMTrans Study Team Table Specifications of Monorail Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost 7,000 30,000 PPHPD 20-40km/h Required at station sections 500m 1 km mn. USD/km Operation and Maintenance Cost USD 2.5 / car-km ($0.03 per passengers) Daylight Interference Aesthetical Noise Pier and beam slightly interfere with daylight. Pier and beam can be a slight aesthetical concern. Minimum due to rubber tire system without diesel engine Note: PPHPD stands for passengers per hour, per direction. Source: CoMTrans Study Team Monorail is a stable and technically sound system and there are a number of examples in the world such as 5 cities in Japan; 2 cities in the USA; Chongqing, People s Republic of China; Singapore; Dubai, the UAE; and Kuala Lumpur, and Malaysia. In view of these successes, a number of cities have recently decided to introduce a monorail as an urban transport solution. This includes Daegu, Korea; Mumbai, India; Sao Paulo, Brazil; Jakarta, Indonesia; Qom, Iran; and Riyadh, Saudi Arabia. The system can be applied after examination of passenger demand. Although there are some arguments that a monorail system has a drawback for evacuation in case of emergency, several counter measures are available. Passengers in a malfunctioned car can move to other trains by stopping alternate cars in front or side by side. Evacuation can be done by cherry picker and spiral chute as well. Slab structure at switching (turnout) section should be noted for route alignment analysis. 37

91 Final Report (5) Light Rail Transit (LRT) (Elevated / Ground) The word Light Rail Transit (LRT) is mainly utilised to describe a steel rail transit system of smaller size compared with a conventional heavy railway. The capacity can vary from 7,000 passengers per hour, per direction to roughly 30,000 passengers per hour, per direction. Some definitions also include modernised tram car and street car systems. In some examples, LRT is a totally elevated system and the function is closer to Mass Rapid Transit, which will be introduced in the following sub-section. Manila Hiroshima Source: Prof. Akimasa Fujiwara (Right) Figure Photos of Light Rail Transit (LRT) Table Characteristics of Light Rail Transit (LRT) Strengths No daylight interference in the case of a ground level structure The system can be applied for both elevated and ground level structure. High passenger capacity (30,000 passengers per hour, per direction) Limitations Low allowable gradient (3.5%) One lane per direction of road will be occupied (in the case of ground level structure). Minimum right of way requirement is 25m to allocate two lanes per direction for passenger vehicles (in the case of ground level structure). Travel speed can be limited in the case of a non-elevated system due to delay at intersections (in the case of ground level structure). Daylight interference and aesthetic concern (in the case of elevated structure) There is a noise from steel rail and tires. 38

92 Final Report Considerations to Implementation Source: CoMTrans Study Team Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost Operation and Maintenance Cost Daylight Interference Aesthetical Noise Institutional arrangements for implementation Traffic arrangements at intersections should be scrutinised (in the case of ground level structure). Legal regulations are required to exclude passenger cars in an LRT lane (in the case of ground level structure). Coordination with existing bus operators, taxis and paratransit operators is required. Implementation requires close coordination with the police, road development authority and local authorities. Table Specifications of Light Rail Transit (LRT) 7,000 30,000 PPHPD 20-40km/h Ground level section: 25m width of road is required Elevated section: Required at station sections 300m 1 km mn. USD/km USD 4.0 / car-km ($0.04 per passengers) Ground level section: None Note: PPHPD stands for passengers per hour, per direction. Source: CoMTrans Study Team Elevated section: Pier and slab interfere with daylight. Ground level section: Electric feeder cables Elevated section: Pier and slab can be an aesthetic concern. Medium due to steel tire system without diesel engine There are a number of LRT examples in both the developing and developed world. The largest merit of LRT is that it can be applied for both elevated and at grade sections. Ground level sections might reduce initial cost. It also should be noted that ground level LRT possesses characteristics similar to BRT which means that it requires ample width for LRT track installation. Several obstacles of both elevated and ground level sections should be taken into consideration for application in CMA. (6) Mass Rapid Transit (MRT) (Elevated / Underground) and Modernised Railway It is widely accepted that mass rapid transit (MRT) has the highest sectional passenger capacity among all modes of transport. It is dependent on the system specifications, but, it reaches 60,000 passengers per hour, per direction (PPHPD). The system characteristics are generally the same as a conventional railway system, stop spacing is shorter and train operation is much more frequent. Therefore, electric trains are mainly used because electric trains have higher acceleration and deceleration capacity and are economically efficient for frequent operation. 39

93 Final Report Comfortable air-conditioned trains are usually utilised to enhance the modal shift from the private mode of transport. Characteristics of MRT are summarised in Table and Table Delhi Suburban Tokyo Bangkok Source: Oriental Consultants (Upper Left and Lower Left); Suburban Osaka http;//ksweb.org/ (Upper Right); JR West (Lower Right) Figure Photos of Mass Rail Transit (MRT) and Modernised Railway Table Characteristics of Mass Rail Transit (MRT) and Modernised Railway Strengths Highest passenger capacity (60,000 passengers per hour, per direction) No daylight interference in the case of underground structure High travel speed Limitations Highest cost, especially for underground sections Daylight interference and aesthetic concerns (in the case of elevated structure) Low allowable gradient (3.5%) There is a noise from steel rail and tires. (in the case of elevated structure) Considerations to Implementation Huge initial investment Lengthy construction duration Institutional arrangements for implementation Legal regulations needed for utilization of underground land (in the case of underground structure). Coordination with existing bus operators, taxis and paratransit operators is required. Source: CoMTrans Study Team 40

94 Final Report Table Specifications of Mass Rail Transit (MRT) and Modernised Railway Capacity Scheduled Speed Land Acquisition Stop Spacing Initial Cost Operation and Maintenance Cost Daylight Interference Aesthetical Noise 18,000 60,000 PPHPD 30-40km/h Elevated Section: Required at station sections and curve sections Underground Section: Only entrance, exits, sharp curve section and depot km Elevated Section: mn. USD/km Underground Section: mn. USD/km USD 5.0 / car-km ($0.03 per passengers) Elevate Section: Pier and slab interfere with daylight. Underground Section: None Elevated Section: Pier and slab can be an aesthetic concern. Underground Section: None Medium due to steel tire system without diesel engine Underground Section: None Source: CoMTrans Study Team Points to Be Considered for Mode Selection (1) Capacity and Scheduled Speed For the selection of transport mode, a variety of aspects must be taken into account. Conventionally, transport capacity and scheduled speed are key indicators for selecting the mode. Figure describes the characteristics of each public transport mode in terms of transport capacity and scheduled speed. Needless to say, transport capacity must be higher than transport demand or it causes congestion. Scheduled speeds are also key indicators for mode selection which significantly affect mode choice behaviour. In addition to capacity and scheduled speed; economic, environmental and social aspects also are critical aspects for mode selection. 41

95 Final Report BRT (Nagoya, Japan) AGT (Tokyo, Japan) Monorail (Okinawa, Japan) LRT (Manila, Philippines) MRT-Elevated (Bangkok, Thailand) MRT-Underground (Delih, India) Passengers per hour, per direction (PPHPD) 50,000 40,000 30,000 20,000 10,000 0 Bus Priority System BRT Monorail Light Rail Transit (LRT) Automated Guideway Transit (AGT) Mass Rapid Transit (MRT) elevated or underground Scheduled speed (km/h) Source: CoMTrans Study Team Figure Passenger Capacity and Scheduled Speed of Public Transport Modes (2) Land Acquisition In Sri Lanka, land acquisition is one of the major reasons for delay in project implementation. For the smooth implementation of a project, it is recommended to avoid land acquisition. As some transport modes require significant land area, it is virtually impossible for the government to implement the project considering the availability of human resources and budget constraints. (3) Accessibility (Stop Spacing) From the users perspective, accessibility to the transit station significantly affects mode choice behaviours. It is also important for the government to improve accessibility to public transport for those who cannot afford to purchase private vehicles. On the other hand, short station intervals might reduce travel speed of the transit. In general, transit using steel tires and rails requires longer distance for acceleration and deceleration compared with rubber tire and concrete rail. These system characteristics, engine capacity and average travel speed determines optimum stop spacing by mode. (4) Project Cost (Initial Cost and Operation and Maintenance Cost) Transit systems usually require an enormous amount of initial investment as they require huge infrastructures and rolling stock. While the government can request a loan from several 42

96 Final Report development partners, the long-term financial capability of the government of Sri Lanka should be taken into account. Even though the government could afford to fund the initial investment for a transit system, operation and maintenance cost can burden the government budget. To achieve financially sustainable transit modes, it is expected that fare revenue can cover operation and maintenance cost. (5) Environmental Considerations (Daylight interference, aesthetical concerns and noise) Colombo is known as the Garden City with a number of parks and trees. For instance, Viharamahadevi Park is located in front of the line from National Hospital to Kollupitiya. The section from Sethsiripaya to Rajagiriya passes the lake side of Diyawanna lake. To avoid a dark and covered pedestrian environment, daylight interference should be minimised. Many historic buildings are located along the Malabe corridor such as in the National Hospital (Town Hall) area and Fort area. Thus, special attention should be paid to minimise the impact on the landscape. Especially, the National Hospital (Town Hall) intersection is surrounded by historic buildings of the national hospital and a church. At the intersection of Borella, there is a Bo tree which is considered to be very important among the people in the area. As the monorail alignment passes the area, mitigation measures should be taken. Other environmental impacts such as noise level and impact on water retention in the depot area can be additional criteria to be considered Why Monorail for Malabe Corridor? The scheduled speed and passenger capacity of public transport modes is shown in Figure The forecast demand for the selected corridor is 7,800 passengers per hour, per direction (PPHPD) in 2020, 9,200 PPHPD in 2025 and 21,000 PPHPD in 2035 in the high demand scenario. Assumptions, methodology, and detailed results of transport demand forecasts are described in Chapter 3. While several options are applicable in 2020, only monorail, light rail transit (LRT) and mass rapid transit (MRT) are appropriate in

97 Final Report Passengers per hour, per direction (PPHPD) 50,000 40,000 30,000 20,000 10, forecasted demand Bus Priority System BRT Monorail Light Rail Transit (LRT) Automated Guideway Transit (AGT) Mass Rapid Transit (MRT) elevated or underground Scheduled speed (km/h) Note: 2035 demand is demand forecast result with the SKYTRAIN Project Stage 1, Stage 2 and monorail on High Level Road with transport demand management policies assuming normal bus fare level for monorail. This is the highest possible demand. Source: SKYTRAIN Study Team Figure Scheduled Speed and Passenger Capacity of Public Transport Modes or transport modes introduced in sub-section 2.2.1, a multi-criteria analysis (MCA) was conducted from eight points to be considered. This is described in sub-section The analysis result is summarised in Table

98 Final Report Table Multi-Criteria Analysis on Mode Selection for Malabe Corridor System Require ment Capacity* 6k ( 20) 7k ( 25) 22k ( 35) Scheduled Speed 30km/h Land Acquisition Nearly 0 Stop Spacing km Bus Priority System --- (-10k) -- (10-20 km/h) +++ (no acquisitio n) km BRT AGT Monorail LRT MRT - Elevated -- (3-13k) - (15-25 km/h) --- (along roads) km - (4-20k) 0 (20-30 km/h) + (only stations) km + (7-30k) ++ (20-40 km/h) + (only stations) km + (7-30k) ++ (20-40 km/h) - (station & some roads) km -- (18-60k) ++ (30-40 km/h) -- (station & curve sections) km MRT - Underground -- (18-60k) ++ (30-40 km/h) ++ (station exit only) km Initial Cost O&M Cost Daylight Interference Aesthetic Concern Noise Total Evaluation N/A N/A Minimum Interferen ce Minimum Concern Minimum Noise +++ (USD ~1 M/km) N/A +++ (Not at all) +++ (No Concern) -- (Rubber Tire & Engine) Not Suitable due to (USD 2 M/km) 0 (USD 1.3 / car-km) ($0.03 per pax.) +++ (Not at all) ++ (Station only) -- (Rubber Tire & Engine) Not Suitable due to (USD M/km) - (USD 2.0 / car-km) ($0.04 per pax.) -- (Pier & Slab) -- (Pier & Slab) - (Rubber Tire) - (USD M/km) 0 (USD 2.5 / car-km) ($0.03 per pax.) - (Pier & Beam) - (Pier & Beam) - (Rubber Tire) -- (USD M/km) - (USD 4.0 / car-km) ($0.04 per pax.) -- (Pier & Slab) -- (Pier & Slab) -- (Steel Rail & Tire) -- (USD M/km) 0 (USD 5.0 / car-km) ($0.03 per pax.) -- (Pier & Slab) -- (Pier & Slab) -- (Steel Rail & Tire) Note: * Capacities are in the number of passengers per hour, per direction. 1k means 1, Very Clearly Positive 0 Neutral Insignificant --- Very Clearly Negative ++ Clearly Positive N/A No Information -- Clearly Negative + Slightly Positive - Slightly Negative Source: SKYTRAIN Study Team --- (USD M/km) 0 (USD 5.0 / car-km) ($0.03 per pax.) +++ (Not at all) +++ (Not at all) + (No noise to ground level) Not Suitable due to --- The bus priority lane system has remarkable advantages in low initial cost, no land acquisition, no daylight interference and no aesthetic concerns. However, transport capacity of the bus priority system, roughly 10,000 passengers per hour per direction (PPHPD), is far below transport demand in the Malabe corridor, 21,000 PPHPD in Noise of the system is not negligible. It is noteworthy that a modal shift to public transport is not expected due to lower travel speed. 45

99 Final Report The Bus Rapid Transit (BRT) also presents similar merits with the bus priority lane system, such as low initial cost, no daylight interference and no aesthetic concerns. While capacity of the BRT, approximately 13,000 PPHPD, matches the forecast demand of Malabe Corridor of 9,000 PPHPD in 2025; a shortfall in capacity is expected in 2035 as the demand will increase to 21,000 PPHPD. Moreover, BRT requires a two-way road with at least 20m width or one-way road with 14m width as mentioned in sub-section 2.2.1(2). As shown in Figure regarding Current Road Width of Arterial Roads, the selected alignment is on roads with less than 20m width such as E. W. Perera Mawatha, Kynsey Road, Dr. N. M. Perera Mawatha and Kotte Bope Road from Battaramulla to Malabe. This indicates that significant land acquisition is required for the project implementation. As rapid motorization is on-going, it is urgent to provide transit systems with a high service level to enhance the modal shift to public transport. The expected long delay in project implementation due to the huge land acquisition should be avoided. Automated Guideway Transit (AGT) has its strength in the minimum curve radius of 20m. This might reduce the volume of land acquisition. However, some land acquisition is required for station sections. While the capacity of AGT, 20,000 PPHPD, is more than the forecast demand of 9,000 PPHPD in 2025, a slight shortfall is expected in 2035 as the forecast demand reaches 21,000 PPHPD. Although initial cost will be almost the same as the monorail and LRT, operation and maintenance cost per passenger can be slightly higher than the other modes of public transport. While the AGT mainly employs a driverless operation system, this might not reduce operation cost in CMA due to lower labour cost compared with developed countries. As AGT utilises a slab structure, it interferes with the daylight. There is an aesthetic concern due to the slab structure. Considering the landscape of Malabe corridor and the inner city alignment with a number of parks and historic buildings, a slab structure is not preferable. Although AGT is a technically applicable system for Malabe corridor, limitations in capacity, daylight interference and aesthetic concern are negative aspects compared with a monorail. Slab Structure Beam Structure Source: Hitachi Ltd. Figure Image of Slab and Beam Structure 46