Master Plan V2.2 PDF

[MEGAPOLIS TRANSPORT PROPOSAL FINAL REPORT] 2016
Transport Master Plan

For
Western Region
Megapolis Planning
Project
-Draft V2.2-
0
MEGAPOLIS TRANSPORT PROPOSAL FINAL REPORT 2016
Table of Content
TABLE OF CONTENT....................................................................................................................................... 1
LIST OF FIGURES ............................................................................................................................................. 3
LIST OF TABLES ............................................................................................................................................... 5
1. EXECUTIVE SUMMARY ........................................................................................................................... 6
2. INTRODUCTION ...................................................................................................................................... 16
3. VISION AND OBJECTIVES OF THE COMPREHENSIVE TRANSPORT MANAGEMENT
STRATEGY ....................................................................................................................................................... 17
4. TRANSPORT ISSUES IN COLOMBO METROPOLITAN AREA ..................................................... 30
5. TRANSPORT SUB-COMMITTEE OF MEGAPOLIS PROJECT ....................................................... 39
6. PROPOSED SUB SECTORS FOR INTERVENTION .......................................................................... 41
I. Public Transport Improvement ................................................................................................................. 41
II. Road Infrastructure Development............................................................................................................ 41
III. Transport Demand Management (TDM) ......................................................................................... 41
IV. Environmental Sustainable Transport .............................................................................................. 42
7. DEVELOPMENT PROPOSALS .............................................................................................................. 43

7.1 PUBLIC TRANSPORT IMPROVEMENT ......................................................................................................... 43
7.1.1 Restructure and Revision of Public Bus Service ....................................................................... 43
7.1.2. Modernize and Improving the Quality of Buses and Services ............................................ 45
7.1.3. RailwayElectrification & Modernization .................................................................................... 47
7.1.4. Introducing a Rapid Transit System (RTS) ................................................................................ 52
7.1.5. Introducing New Inland Water Transport System ................................................................. 60
7.1.6. Develop Multimodal Transport Hub and Centres ................................................................... 63
7.1.7. Regulate and Improvement of School Bus Services and Office Van Services .............. 65
7.1.8. Regulate and Improve Taxi Services ............................................................................................. 67
7.1.9. Improvementof Facilities at Suburban Interchange Bus Terminals and Stands. .... 69
7.1.10. Establishment of Transport Information Analysis and Dissemination Centre .......... 70
7.2 ROAD INFRASTRUCTURE DEVELOPMENT ................................................................................................. 73
7.2.1. Capacity Improvement of Existing Roads ................................................................................... 73
7.2.2. Improve the Capacity of Existing Expressway Network / Improve the Expressway
Network ........................................................................................................................................................................ 75
7.2.3. Construction of new Expressways .................................................................................................. 76
7.2.4 Policy on use of Road/Rail Right of Way / Policy of use of Road Right of Way ........ 78
7.3 TRANSPORT DEMAND MANAGEMENT ....................................................................................................... 82
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7.3.1 FLEXIBLE & STAGGERING WORK HOURS ............................................................................................. 82

7.3.2 PARKING MANAGEMENT ......................................................................................................................... 83
7.3.3 INTERSECTION CONTROL ........................................................................................................................ 88
7.3.4 TRAFFIC FLOW MANAGEMENT .............................................................................................................. 89
7.3.5 ROAD PRICING /ROAD PRICING OF ENTRY ROADS TO CBD .............................................................. 91
7.3.6 TRAFFIC ENFORCEMENT THROUGH CCTV MONITORING .................................................................. 92
7.4 ENVIRONMENTAL SUSTAINABILITY ........................................................................................................... 96
7.4.1 IMPROVE FACILITIES FOR PEDESTRIAN................................................................................................ 96
7.4.2 ENCOURAGEMENT OF BICYCLE USE AND INTRODUCTION OF CYCLE/MOTORCYCLE PATHS ....... 97
7.4.3 REDUCTION OF VEHICLE EMISSION ....................................................................................................... 99
7.4.4 MINIMIZING FUEL USAGE .................................................................................................................... 100
7.4.5 SUPPLY OF COMPRESSED NATURAL GAS (CNG) AND ESTABLISH ELECTRIC CHARGING
FACILITIES FOR BUSES AND OTHER VEHICLES .................................................................................................... 101
8. IMPLEMENTATION PLAN ................................................................................................................. 102

8.1 PROJECTS TO BE COMMENCED IMMEDIATELY (WITHIN 6 MONTHS) ................................................ 103
8.2 PROJECTS TO BE COMMENCED IN SHORT TERM (6 MONTHS 3 YEARS) ........................................ 105
8.3 PROJECTS TO BE COMMENCED IN MEDIUM TERM (3 5 YEARS) ..................................................... 107
8.4 PROJECTS TO BE COMMENCED LONG TERM (MORE THAN 5 YEARS) ................................................ 108
9. ASSESSMENT OF TRANSPORT MASTER PLAN .......................................................................... 110

9.1 TRANSPORT DEMAND MODELLING AND ANALYSIS ............................................................................. 110
9.1.1 MODEL OUTPUTS FOR PROJECT CASE (CASE A) FOR YEAR 2020 ............................................... 115
9.1.2 MODEL OUTPUTS FOR PROJECT CASE (CASE B) FOR YEAR 2025 ............................................... 115
9.1.3 MODEL OUTPUTS FOR PROJECT CASE (CASE D) FOR YEAR 2035 ............................................... 116
9.2 ECONOMIC ANALYSIS ................................................................................................................................ 120
10. APPENDICES ......................................................................................................................................... 125
2
List of Figures
Figure 1: Western Province of Sri Lanka ........................................................................................................... 16
Figure 2: Proposed Mega City Structure Plan .................................................................................................. 20
Figure 3: Planning Areas and Key Project Plan ............................................................................................... 22
Figure 4: Population Forecast for 2020 by TAZ .............................................................................................. 24
Figure 7: Employment Forecast for 2035 by TAZ .......................................................................................... 27
Figure 8: Population Density in 2035 by TAZ .................................................................................................. 28
Figure 9: Employment Density in 2035 by TAZ .............................................................................................. 29
Figure 10: Difference of 2035 population between the Megapolis Plan and ComTrans Plan by
TAZ .................................................................................................................................................................................... 31
Figure 11: Transport Corridors in Western Region ...................................................................................... 33
Figure 12: Bus Origin Destination Patterns in Galle Road .......................................................................... 34
Figure 13: Desire Lines for 2035 Trips between TAZ .................................................................................. 35
Figure 14: Modern Technologies and its Capacities ..................................................................................... 38
Figure 15: Proposed Railway Lines for Railway Electrification and Modernization....................... 51
Figure 16: Proposed RTS network in CBD area .............................................................................................. 58
Figure 17: Proposed RTS network in CBD & suburbs .................................................................................. 59
Figure 18: Proposed Inland Water Transport System ................................................................................. 63
Figure 19: Proposed Public Transport Interventions in Western Region ........................................... 71
Figure 20: Proposed Public Transport Interventions in Core Area ........................................................ 72
Figure 21: Proposed Road Improvements in Western Region ................................................................. 79
Figure 22: Proposed Road Improvements in Core Area.............................................................................. 80
Figure 23: Proposed Interventions in Western Region ............................................................................... 81
Figure 24: Land Availability within Western Region.................................................................................... 86
Figure 25: Land Availability within CMC Region ............................................................................................ 87
Figure 26: Public Transport Passenger Demand by Mode for Year 2020......................................... 117
Figure 29: Total Passenger Volumes for Project Case (Case A) for Year 2020 ............................... 177
Figure 30: Total Passenger Volumes within CMC for Project Case (Case A) for Year 2020 ...... 178
Figure 31: Total Railway Passenger Volumes for Project Case (Case A) for Year 2020.............. 179
Figure 32: Total RTS Passenger Volumes for Project Case (Case A) for Year 2020 ...................... 180
Figure 33: Total Inland Water Transport Passenger Volumes for Project Case (Case A) for Year
2020 ............................................................................................................................................................................... 181
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Figure 34: Total Private Vehicle Volumes for Project Case (Case A) for Year 2020 ..................... 182
Figure 35: Total Passenger Volumes for Project Case (Case B) for Year 2025 ............................... 183
Figure 36: Total Passenger Volumes within CMC for Project Case (Case B) for Year 2025 ...... 184
Figure 37: Total Railway Passenger Volumes for Project Case (Case B) for Year 2025.............. 185
Figure 38: Total RTS Passenger Volumes for Project Case (Case B) for Year 2025 ...................... 186
Figure 39: Total Inland Water Transport Passenger Volumes for Project Case (Case B) for Year
2025 ............................................................................................................................................................................... 187
Figure 40: Total Private Vehicle Volumes for Project Case (Case B) for Year 2025 ..................... 188
Figure 41: Total Passenger Volumes for Project Case (Case D) for Year 2035 ............................... 189
Figure 42: Total Passenger Volumes within CMC for Project Case (Case BD) for Year 2035 ... 190
Figure 43: Total Railway Passenger Volumes for Project Case (Case D) for Year 2035 ............. 191
Figure 44: Total RTS Passenger Volumes for Project Case (Case D) for Year 2035...................... 192
Figure 45: Total Inland Water Transport Passenger Volumes for Project Case (Case D) for Year
2035 ............................................................................................................................................................................... 193
Figure 46: Total Private Vehicle Volumes for Project Case (Case D) for Year 2035 ..................... 194
4
List of Tables
Table 1: Planning areas and Population Growth ............................................................................................ 21
Table 2: Daily Passenger Flows at the CMC Boundary Both Directions ............................................ 36
Table 3: Financial Cost of Projects by Sector by Project Commencement Period ........................ 109
Table 4: Project Scenarios for Transport Demand Analysis ................................................................... 112
Table 5: Aggregate Outputs of Demand Model for Project scenarios ................................................. 114
Table 6: Demand Model Outputs for All Scnearios ..................................................................................... 176
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1. Executive Summary
Western Region Megapolis Plan has been developed encompassing all aspects of
transportation to provide a framework for urban transport development in Western Region up
to 2035. The development plan priorities have been prepared based on the urgency of the
developments to resolve the critical urban transport problems, and based on a logical
sequence of implementation in order to maximize the outcomes in achieving the urban
mobility objectives. Megapolis will be implemented as an integrated transport development
project, incorporating all modes of transport as well as ensuring sustainability and ease of
integration to existing operating conditions and infrastructure.
To assist the authorities, implement it in the most effective manner, the development plan is
set out with 4 categories
i. Public Transport Improvements,

ii. Road Infrastructure Development,
iii. Transport Demand Management,
iv. Environment Sustainable Transport.
Public Transport Improvement

Project Action Duration to Responsibility
commence
the project
Restructure of Develop Institutional Reforms for Immediate WPTA, NTC
Public Bus Public Bus Service
Service Develop the revised bus route Immediate WPTA
network for Western Province.
Identify the new bus route Immediate WPTA
requirement for Western province
Introducing Shuttle or feeder bus WPTA, NTC,
services connecting railway stations Immediate MOTWP
Redesign the public transport immediate NTC
system on expressways.
Modernize and Low floor buses to be introduced Medium to WPTA, NTC
Improving the whenreplacing the old buses. DMT Long Term
quality of buses act to be reviewed on passenger
and services transport vehicles.
6

commence
the project
IT based Smart Bus Service Long Term WPTA, NTC
Provide adequate terminal facilities Medium to WPTA, NTC,
and modernized bus shelters. Long Term MOTWP, CGR
Study the provisions to provide Short Term to WPTA, NTC,
separate Bus lane on major Medium Term MOTWP
corridors and bus priority.
Improvement To form regulatory mechanism for Immediate MOTWP
of office and office and school services
school services To form separate bodies to operate Immediate MOTWP
school services in parallel to existing
public school service
Improve the reliability and extend Immediate MOTWP, WPTA
the services of existing public school
buses
Regulate and Introduce a common identification Immediate WPTA, NTC
Improve Taxi system for all taxies.
Services Promote and supply adequate Immediate WPTA, NTC, UDA
parking space for taxies at major
transit node
Review charging regulations
Develop IT based Smart Taxi Service Immediate WPTA, NTC,
Develop a regulatory authority and Medium Term MOT

policy document for taxi operations
Develop Develop detailed designs for Fort / Immediate to UDA, MOT

Multimodal Pettah Transport Hub(MMTH) Medium Term
Transport Carryout the feasibility study for Immediate to WRMP, UDA
Multimodal transport centres
Hubs and Medium Term
(MMC)
Centres Proposed locations are:
Kaduwela
Kadawatha
Kottawa
Horana
Panadura
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Negambo
Gampaha
Ragama
Moratuwa
Meerigama
Awissawella
Railway Electrification of following Immediate CGR, MOT
existing railway lines
Electrification
1. Panadura - Veyangoda -
& Polgahawela (RL-M1)
110km
Modernization
2. Ragama - Negombo with
airport Access (RL-M2)-
26km
3. Kelani Valley (KV) line (RL-
M3) -60km
Medium
Electrification of following new
railway lines Term
4. Kottawa to Horana (RL-NR1)
22km
5. Kelaniya to Kosgama via Long Term
Biyagama, and Dompe (RL-
NR2)- 30km
Upgrading of railway infrastructure. Immediate CGR , MOT
1. Stations
2. Ticketing system
3. Signal system
4. Telecommunication System
5. Track Improvements
Identify the park and Ride demands. Immediate CGR, UDA, Local
Identify the facilities such as drop off Authorities
areas for three wheelers and taxies
Develop feeder bus services for Immediate CGR, WPTA
identified major stations.
Introducing CBD RTS system connecting Short WPMPP, UDA
Term -
new Rapid identified main nodes. This is a
complete elevated system. Medium
Transit System term
1. Green Line (RTS1) -15km Fort
(RTS) Kollupitiya-Bambalapitiya- Borella-
Union Place- Maradana)
2. Yellow Line (RTS2)-11.5km Fort-
Maradana- Mattakkuliya/Peliyagoda
3. Red Line (RTS3) 10km
Dematagoda-Borella-Kirulapone-
Havelock City- Bambalapitiya
Outer core area RTS system Short WPMPP, UDA
Term-
8
connecting identified main nodes. Medium

term
1. Purple Line (RTS4) - Borella
Malabe 10km
2. Pink Line (RTS5) - Malabe
Kottawa 9.6km
3. Olive Line (RTS6) - Malabe -
Kaduwela 6km
4. Ash Line (RTS7)
Peliyagoda Kadawatha
13km
Introducing Introducing new inland water Immediate - UDA, SLLRDC,

Medium term
New Water transport system MOT
Transit System 1. Wellawatte and Battaramulla
(IW1)
2. Fort - Union Place (IW2)
3. Mattakkuliya - Hanwella on Kelani
River (IW3)
Road Infrastructure Development

commence
the project
Capacity RDA to identify the required links Immediate RDA
improvement within each district to maintaining
by average speed of 40 km/h
Development of Develop the High Mobility road Immediate RDA
road links network connecting districts with an
average speed of 60 km/h which has
developed by RDA for next 10 years
Horana to Meerigama via Paddukka Medium Term RDA
and Kirindiwela
Negombo- Divlapitiya - Mirigama (4 Medium Term RDA
lane road, to cater mainly future
industrial and business tourism
traffic)
Ja-ela to Divlapitiya via Ekala and Medium Term RDA
9
Minuwangoda (4 lane road, to cater

mainly future industrial and business
tourism traffic)
Identification of missing links and Medium Term RDA, CMC

improvement of selected sections of
road network as appropriate to
Western Region Megapolis Plan
a) Marine drive extension to
Galle Face and Dehiwela
b) Baseline Extension up to
Maliban junction
c) Duplication road extension up
to Kalubowila Hospital Road.
Improve the Analyse the new demand on the Immediate RDA
Capacity of highways
Existing Review existing toll Immediate RDA
Expressway Introduce electronic toll collection Medium term RDA
Network system
Use real time information systems Medium term RDA
Construction of 1.) Ruwanpura Expressway Immediate RDA
new
2.) Central expressway
Expressways
3.) New Kelaniya Bridge and Immediate RDA
elevated road to Colombo Port &
Fort area (CKE extension)
4.) Elevated urban Expressway from Long Term RDA
New Kelani Bridge to Battaramulla
Policy on use of Strict restrictions apply and Immediate RDA, UDA
Road/Rail demarcate Road Right of Way Lands
Right of Way Relocate people who unauthorized
acquires and provide adequate
space for pedestrians
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Transport Demand Management

Duration to
Project Action commence Responsibility
the project
Flexible Work Develop policy plans to promote Short Term Ministry of
Hours flexible work hours in selected Public
institutes Administration
Flexi hours to be introduced Medium Term Chamber of
Commerce
Develop policy plans to promote Short Term to

staggering work hours in selected Medium Term
institutes
Parking Develop a Pricing mechanism for Immediate Local Authorities
Management Parking
Implement parking metering Immediate CMC, RDA
system to Colombo district as a
preliminary stage.
Time limited parking enforced at Immediate Traffic Police,
identified roadside parking lots (e.g. RDA, UDA, Local
30 min Maximum). Authorities
Provide overflow parking facility for Immediate UDA, NTC
long distance private buses.
Outsource the Towing of Medium Term Traffic Police
unauthorized parking.
Provision of off-street parking Medium Term RDA, UDA, Local
facilities in required locations. Authorities, CMC,
WRMP
Identify suitable locations for 3- Immediate Traffic Police,
wheel parking. RDA, CMC, Local
Authorities
Implement strict compliance of Long Term Traffic Police,
Parking restrictions RDA, UDA, Local
Authorities, CMC
11
Duration to
the project
Intersection Minor improvements to signalized Immediate RDA, CMC
Control intersections (capacity
improvements) and signal timing
updates
Upgrading signal lights system along Immediate RDA, CMC
with traffic flow detection. Develop
Specifications for all signal lights.
New traffic signals to major Immediate RDA, CMC

intersections
Installation of Traffic control centre Long Term RDA, Police, CMC,

with traffic flow detection (CCTV,
Magnetic loop, Infar red) and real
time traffic management
Synchronize signal lights along main Long Term RDA, Police, CMC,
corridors
Traffic Flow Converting two-way streets to one- Immediate RDA, Police

Management way operation where technically
feasible
Roadway and intersection widening Immediate to RDA, UDA, Local
and reconstructions Medium Term Authorities
Priority for HOV (high occupancy Long Term RDA, CMC
vehicles).
Relocation of bus stops/pedestrian Immediate RDA, WRMPP,

crossings to minimize unnecessary Police
conflicts and delays
Reductions of Traffic Density closer Medium Term City Schools,
to Schools WRMPP
12
Duration to
the project
Traffic Identify the Camera instalment Immediate RDA, Police, CMC,
Enforcement locations. UDA
through CCTV
monitoring Implement Traffic Enforcement Immediate RDA, Police, CMC,
UDA
Road pricing of Identify toll gates, Corridors needed Long Term UDA, RDA
entry roads to to be controlled,
CBD Develop the Pricing Structure Long Term RDA, UDA, Local
Authorities
Environmental Sustainable Transport

commence
the project
Improve Provide appropriate Immediate Local Authority,
Facilities for vegetation/concrete cover & RDA, UDA
pedestrian adequate lighting along the roads
Improve the quality of walk ways by Immediate Local Authority,
providing continuous and RDA, UDA
interconnected sidewalks accessible
by everyone by designing it
Separate sidewalks from the road Immediate Local Authority,

way using suitable buffer, on street RDA, UDA
parking, by appropriate curb or by
landscaping between the sidewalk
and the roadway
13
Ensure safety of pedestrians at Immediate Local Authority,

intersections through clearly RDA, UDA
marked crosswalks, overhead
bridges /underpass and fences
Provide pedestrian signals to Immediate Local Authority,

increase the safety of pedestrians at RDA, UDA
the crosswalk. Conduct awareness
programs on how to use pedestrian
crossings at signalized intersections,
Relocate vendors from pedestrian Immediate Local Authority,
areas to alternative locations RDA, UDA
Provision of pedestrian facilities for Local Authority,
disable people RDA, UDA
Encourage Provide appropriate vegetation Immediate Local Authority,
Bicycle Use cover or paved area at either side of RDA, UDA
the roads
Provide separate lane for Medium Term Local Authority,
bicycle/Motor Cycle use. RDA, UDA
Reduce vehicle Introduction of higher quality fuel Immediate DMT
emission for vehicles
Introduction of catalytic convertors Immediate DMT
The vehicle emission standards to be Immediate CEA, DMT
reviewed yearly.
Facilitate LNG use for three Medium Term DMT
wheelers and taxies
Introduce monitoring system Immediate DMT
Minimize Fuel Reduce taxes for electric and hybrid Immediate
Usage vehicles while increase taxes for
other cars
Discourage vehicles having poor Immediate DMT
emission standards
Introduce a policy to remove poor Medium Term DMT
conditioned vehicles from the roads
14
Encourage walkways and bicycle Medium Term RDA, Local

users Authorities
Megapolis will become acentre for comprehensive monitoring of all the sectors that will
manage the Transport and Land use development together in a totally integrated
manner.
15
2. INTRODUCTION
Sri Lanka, which currently stands in middle-income category1, is focusing on long-term

strategic and structural development challenges as it strives to transition to an upper middle-
income country. One of the key initiatives with respect to this is the proposed Western Region
Megapolis Planning Project (WRMPP). The Western Region Megapolis Projectis expected to
initiate integrated development in the region, to make Western Region (WR) the economic hub
of the Country, facilitating geographic concentration and economic integration, while ensuring
more uniform basic living standards across the country.
Colombo and other cities especially in the Western Region has witnessed a rapid change in the
urban transport in the past decade. The continual degradation of traffic congestion of urban
roads and the deterioration of quality of public transport service has escalated to such an
extent that it has major negative impact on the economic performance of the region, the
environmental quality and liveability.
Figure 1: Western Province of Sri Lanka
1 World Bank- Sri Lanka, http://data.worldbank.org/country/sri-lanka
16
Western Province(WP) also identified as Western Region (WR) in Sri Lanka is the main
economic hub of the country as its share of the countrys GDP is nearly 42% (3643.2 Billion
Rupees out of 8674.2 Billion Rupees in 2013)2 and nearly 60% attributed to the service sector
and more than 30% to the industry sector. It also has recorded the highest per capita income
of Rs. 372,814 (approx. USD 2,922) in 2012. It has three administrative districts; Colombo,
Gampaha and Kalutara and 33 divisional secretariat divisions. Colombo district accounts for
the highest urban population in Sri Lanka with 54.6% while Gampaha and Kalutara account for
14.6% and 10.6% respectively.
The population of Western Region was 5.8 million in 2012 spread over a 3,684 sq.km of land
area. It is estimated that the total population ofthe Region will increase to 7.8 million by 2025
with the development anticipated under the Megapolis Structure Plan and it is projected to
further increase to 9.1 million in year 2035, with the planned economic growth targets. This
development would further increase the transport demand. As the nations busiest
international seaport and airport are located within the area, and expansion of such facilities
are also in the pipeline, introduction of structural changes to the transport system is of
paramount importance to make the metropolitan area a modern, liveable, environment and
investor friendly area.
3. VISION AND OBJECTIVES OF THE COMPREHENSIVE TRANSPORT

MANAGEMENT STRATEGY
The Government of Sri Lanka (GOSL) believes that the current policy direction is insufficient to
manage and regulate the mobility needs in Western Region, and therefore a vision that will
progressively take the urban transport development into a new direction is required. The
existing public transport system, which serves as an important mode of travel currently has
serious issues with respect to service quality, capacity and the operating mechanism and is
unable to meet the mobility needs of the population. Strict application of transport demand
management (TDM) measures such as parking restrictions, road pricing and vehicle taxation
policies, to reduce traffic levels are deemed inappropriate without viable alternative ways to
2Central Bank of Sri Lanka,

http://www.cbsl.gov.lk/pics_n_docs/10_pub/_docs/efr/annual_report/AR2014/English/17_Appendix.p
df
17
travel. Any attempt at a strict application of TDM initiatives may cause unwelcome social
issues and adversely burden the economic activities in the area.
The Government has therefore decided to adopt urban mobility solutions as the most
appropriate way forward. This approach will focus on facilitating the mobility needs for
people, not vehicles, by encouraging and maximizing the use of sustainable transport modes,
such as public transport and non-motorized transport (NMT).
A tag line Promoting/inclusive and Sustainable Urban Mobility which agreed by the NPD as a
policy, has therefore been chosen by WRMP as the key policy statement that will drive the
urban mobility development in Colombo. This initiative will promote greater accessibility and
connectivity within Western Region for all modes of transport and in the same time will
transform the capital city into a vibrant and liveable urban environment that supports
inclusive economic growth and environmental sustainability.
The modern concept, as well as the commonly adopted model of Megapolis, is based on the
premise that, if the cities in adjacent region work together can create a new urban form that
will increase economic opportunity and global competitiveness for each individual city and for
the nation as a whole.
The proposed Megapolis plan is aimed at transforming the whole Western Region as the most
vibrant and liveable cosmopolitan Smart City Region in South Asia- creating opportunities for
all its inhabitants and investors, achieving the highest environmental standard and quality of
life, ensuring socio-cultural harmony, and expanding its position as the preferred location for
business and industry, to accommodate about 9.1 million people by 2035 with the Colombo as
the core. To achieve this vision, the Megapolis plan promotes the polycentric & multi centric
spatial structure by directing the developments towards Eastern, Southern and Northern
segments of the Western region and thus spreading the development away from the Colombo
core area. The Megapolis plan proposes new major growth areas such as shown in Figure 2.
i. Aviation Hub Aero City Zone in Katunayake,

ii. Industrial townships in Mirigama and Horana,
iii. Free Port and Logistics corridor between Katunayake and Colombo,
iv. Science & Technology city corridor between Kaduwela to Homogama,
v. Plantation City in Avissawella,
vi. Plantation & Forest City in Matugama&Baduraliya area,
18
vii. Tourism resort areas

viii. Eco-tourism in Negombo&Muthurajwela and Airport city in Rathmalana,
19
Figure 2: Proposed Mega City Structure Plan
20
These growth areas are located in the Northern, Eastern and Southern parts of the Western
region and will be developed with necessary infrastructure and more land supply to create
new living environment for its people.
In order to support proposed growth pattern, a poly-centric and multi centric spatial structure
will be established connecting the important urban centres such as Kaduwela, Kottawa,
Moratuwa, Panadura, Horana, Matugama, Aluthgama, Avissawella, Gampaha, Ja-Ela, Mirigama,
Pugoda, Diulapitiya, Katunayake and Negombo, to facilitate better living environment for the
residents and the commuting population in the new growth areas.
Twelve (12) planning areas were defined as shown in Figure 3 where the population growth
has been forecasted for year 2020, 2025 and 2030 to achieve the expected growth for the
Megapolis. The forecasted population by each planning areas are shown in Table 1.
Table 1: Planning areas and Population Growth
The Western Region is divided in to 467 Transport Analysis Zones (TAZ) for transport
planning purposes and Population forecasts for 2020,2025 and 2035 are shown in Figure 4,
Figure 5 and Figure 6. The employment forecast for 2035 is shown in Figure 7. The densities
are shown in Figure 8 and Figure 9.
21
Figure 3: Planning Areas and Key Project Plan
22
The Plan will provide efficient connectivity system for its people to have easy access to
facilities and at the same time avoid overcrowding in the Colombo core area. Employment
opportunities in manufacturing and service sectors will be distributed to proposed growth
areas or townships to ensure that there will be jobs available near home. It is anticipated that
well-planned essential facilities such as health, education and basic recreational facilities like
public spaces; parks, public pool and sport facilities will be provided in easily accessible
distances.
In this context, transportation sector plays a key role to support the envisaged rapid
development in the Western Region. The need to take an integrated approach which covers all
modes of transportwhen making planning decisions on road development, public transport
services and rail transport system as a part of the Megapolis planning process have been well
recognized as essential aspect to ensure the efficient connectivity and mobility systems for the
movement of people and goods within the region and the rest of the country.
23
Figure 4: Population Forecast for 2020 by TAZ
24
25
26
Figure 7: Employment Forecast for 2035 by TAZ
27
Figure 8: Population Density in 2035 by TAZ
28
Figure 9: Employment Density in 2035 by TAZ
29
4. Transport Issues in Colombo Metropolitan Area
Numerous studies have been undertaken to assess thecharacteristics urban transport s in

Colombo Metropolitan area, and its issues with the objective of finding solutions. Any
transportation master plan needs urban structure plan to forecast the transportation trends
for the future. The following two of more recent master plan studies are considered as
significant efforts carried out in order to propose comprehensive transport plan for the
Colombo Metropolitan Region (CMR).
1. JICA CoMTrans Master Plan Study undertaken by JICA in 2013/2014 formulated a

comprehensive urban transport master plan for the Colombo Metropolitan Region and
selected six transport corridors to implement projects in short-term, medium-term and
long-term.
2. The Strategic Plan for Traffic Management in Colombo Metropolitan Region (Master
Plan Review) by Ministry of Transport in 2015 prepared a transport master plan
covering next 20 years up to 2035, which includes reviewing the master plan proposed
by the CoMTrans study.
Department of National Planning has made an initiative by drafting a policy paper on Urban
Transport Strategy in Colombo by 2020/2035 in order to promote inclusive and sustainable
urban mobilityin Colombo. The draft policy paper has recognized that the JICA study has
identified a number of public transport related issues in CMA and forms the basis of the said
report and a basis for the prioritizing the investments. However, both of the above transport
plans have used the 1998 CMRSP structure plan with updates to accommodate potential
growth centres which is contrastingly different from the proposed Megapolis Structure Plan.
The JICA CoMTrans was planned with a population forecast of 7.8 Million people in 2035 with
a CAGR of 1.4% while The Megapolis Structure Plan has a population forecast of 9.1 million by
2035 with CAGR 2.1%.
30
Figure 10: Difference of 2035 population between the Megapolis Plan and ComTrans Plan by TAZ
31
Although the future growth percentages in both above studies and Megapolis are not
considerably different, the areas of growth are significantly different. The Figure 10shows the
difference of 2035 population between the Megapolis Plan and CoMTrans Plan at Transport
Analysis Zones (TAZ). The blue coloured areas have a higher population and green coloured
areas have a lower population in Megapolis Structure Plan in contrast to CoMTrans Plan. These
show a forecasted population difference up to 100% in the Megapolis Structure Plan in areas
such as Divulapitiya and Mirigama. A similar variation is forecasted for employment for the
Megapolis Plan. Higher population centres are expected to generate more trips than the
previous studies forecasted, while the higher employment centres are expected to attract the
trips generated from the population centres. These changes in population and employment in
Megapolis Plan is expected to change the trip patterns within the region.
Therefore, it was required to re consider the transportation solutions by the two previous
studies with updated population and employment, taking the scenario under Megapolis
development in to account. The both studies have used the JAICA STRADA travel demand
model to forecast for the future demand of transport needs and the analysis of the options.
The two previous studies discuss in depth the current transportation issues, current demands
and current transport supply in the region. Therefore this study does not intend to replicate
the work but acknowledge the work that has been done and incorporates the information for
development of the master plan for the Megapolis. The above studies have highlighted that 10
million daily passenger trips are generated within CMR, out of which 7.8 million are motorized
trips. Therefore 2.2 million are non-motorized trips such as walking and bicycle trips. The
motorized trips are carried by different modes comprising Car 14%, Rail 3.4 %, Bus 48.1%,
Motor Cycle 17.9%, Three Wheelers 16.3% and Taxis 0.3%, which shows that almost 52% is
still carried by public transport modes. There are 1.9 million daily passenger entering Colombo
Municipality (CMC) limits from 7 main corridors shown in Figure 11. The average trip length
for trips within CMC is 4km while 6 km for trips made outside from CMC which is a
measurement of distance people need to travel for the daily needs. The Average trip length
with CMR is 12km. The average travel speeds within CMR is 17km/h which drops to 12km/h
when within CMC limits which outlines the current problem within the CMR.
The Megapolis master plan was also developed using the same JAICA STRADA model with
necessary improvements and corrections. The modelling was carried out to check the
suitability of proposed transport interventions for planning horizon year 2020, 2025 and
32
2035. The technical document outlining the technical and economic analysis is prepared as a
separate document, Technical and Economic Analysis of Megapolis Transport Plan.
Figure 11: Transport Corridors in Western Region
The seven transport corridors shown in Figure 7 are radial connections to the CBD from major
urban centres of CMA. The practice had been providing solution for each corridor; however,
people not necessarily travel just on corridors but between corridors as well. This is further
highlighted by Figure 12 showing the origin destination of bus passengers on Galle Road. It
reflects that only around 50% of the passengers originating from Panadura, Moratuwa
Katubedda, Rathmalana and Dehiwela continue beyond the CMC boundary at Wellawatte. This
means that the 50% of the passengers have moved out of the corridor by the time the bus is
reached at Wellawatte. It also reflects that only around 10% of the passengers originating at
above locations are continuing to the Fort as their final destination.
33
Figure 12: Bus Origin Destination Patterns in Galle Road3
The Origin Destination (OD) desire lines as shown in Figure 13shows the pattern of trips
within region forecasted for 2035. This explains where people would like to travel from their
trip origin. The desire lines further explain that people do not necessarily travel on corridors
and actually travel between corridors as well. Therefore, it is paramount important that the
technology that is selected has to evolve beyond single corridors and connects multiple
corridors and provide mobility for the total trip since people consider the total trip when they
make a choice of selecting the mode of travel and is vital to achieve the mode shift from private
vehicles to public transport.The desire lines further show that a concentration of trips towards
Colombo CBD with a cluster of lines merging to CBD still exists. However, it also shows
patterns of short trips around Mega cities shown in circles in line with the envisaged structure
plan of providing employment and necessary services around the city itself providing shorter
trip lengths within the CMR.
3 Study of Implementation of Bus Rapid Transit on Galle Road, MoT, 2015
34
Figure 13: Desire Lines for 2035 Trips between TAZ
35
Table 2: Daily Passenger Flows at the CMC Boundary Both Directions
Table 2shows the number of daily passengers entering the CMC boundary in 2013 and 2035.
The 2013 numbers are based on ComTrans Study while the 2035 projected values are based
on Megapolis Transport Plan forecasted values for do nothing scenario. It shows that current
1.9 million passengers will increase to around 4.4 million by 2035 doubling the current
passenger flows to CMC. It should be noted that the 2035 numbers are based on do nothing
scenario and does change and tends to increase in some corridors with improved mobility
provided.
It was highlighted in both JAICA study and the subsequent master plan review that public
transport improvements are required and should be the priority. The Megapolis Transport
Plan also share the same view of improvement to public transport, however it focus on
providing mobility solution of all sectors as well including the road users. The focus is to use
the scientific approach to determine the demand for transport for the full study period until
2035 and limit only to one new major transport interventions per each corridor to provide the
supply to the demand.
36
There are different urban transport technologies available to provide solution for the current
transport problems. As depicted in Figure 14, the identified technologies can be categorized
based on cost of the technology in million US$ per kilometre and the capacity of the technology
based on passengers per hour per direction (PPHPD) for a single lane/track. While the cost
plays a role in economics of the intervention, the capacity plays a role in the sustainability of
the intervention. An intervention with under capacity to cater for the project planning horizon
is detrimental similar to intervention with a high cost. It is vital that technologies that can cater
for the total project duration is selected.
The figure shows the 2013 bus passenger per hour per direction for selected corridors which
shows that some of the technologies are almost at capacity even at current stage and some are
beyond providing a solution for these corridors. Trams shown in light green in the figure
which has about 5,000 PPHPD is beyond providing any solution for the current problem even
at 2013. Convention buses can carry around 10,000 PPHPD while technologies such as BRT
could increase the capacity to about 13,000 PPHP. The BRT is almost at capacity on Galle Road
and Negombo corridor at 2013 if only one lane of BRT is provided per direction and is beyond
its capacities for Kandy and Malabe corridors even at current state .Elevated or underground
Metro have a significant costs associated with the technology although they can provide a high
capacity. A viable solution was to consider Electrified urban rail and Rapid Transit Systems
(LRT, Monorail) which could provide 30,000 PPHPD per line. Another solution might be to
provide two technologies to supply for the demand of each corridor which are over the
capacity for individual technology.However, the potential of providing a solution with one
technology that has enough capacity has to be considered as a priority.
Figure 14 further shows the public transport demand for 2035 based on forecasted values for
each corridor which confirms that technology such as BRT is unable to meet the demand as a
single technology unless supported by another new technology which confirms the findings on
BRT study4 that BRT on Galle Road will meet its capacity by 2025 and that it would be required
to be supported by a system such as LRT at that time. It should be noted that the BRT study
projections are based on lower population growth rates considered and further confirmed
through the Megapolis transport analysis that the capacity will be reached on Galle Road
between 2020 and 2025.
4 Study of Implementation of Bus Rapid Transit on Galle Road, MoT, 2015
37
Therefore, the Megapolis transport plan focus on providing a solution with incorporating the
existing buses with bus modernization to provide a bus with high level of service with
necessary institutional and infrastructure development, along with improved and modernized
railway, Rapid Transit Systems (RTS) such as Light Rapid Transit (LRT) and Monorail along
with new transport modes such as inland water transport.
Figure 14: Modern Technologies and its Capacities
38
5. TRANSPORT SUB-COMMITTEE OF MEGAPOLIS PROJECT
The Western Region Megapolis Project appointed following Transport Sub-Committee consists
of Transport professionals, relevant stakeholders representing various agencies to propose a
transport strategy for Megapolisarea considering recent changes. The committee comprises of
a core team that developed the transport plan with contributions from the resource team with
planned weekly meetings. The WRMPP wishes to acknowledge the contribution of all teams to
preparing the Transport plan for the Megapolis.
Core Team
1. Dr. Dimantha De Silva (WRMPP Consultant, Team Leader, Transport
Planner/Modeller)
2. Prof. J.M.S.J. Bandara, (WRMPP Consultant, Transport Planner, Traffic Engineer)
3. Dr. Namali Sirisoma (WRMPP Consultant, Public Transport Specialist)
4. Mr. Kaushan Devasurendra (WRMPP Transport Engineer)
5. Ms. Wanuji Abewickrema (WRMPP Transport Engineer)
6. Mrs. I.K. Wijeratne (WRMPP Transport System Analyst)
Resource Team
1. Prof. P.K.S. Mahanama (WRMPP Advisor)
2. Eng. Lal Premanath (WRMPP Consultant)
3. Mr.AvanthiJayathilake (WRMPP Consultant)
4. Prof. Amal Kumarage (University of Moratuwa)
5. Eng. NamalieSiyambalapitiya (Road Development Authority)
6. Mr. W.W. Harrison, (Ministry of Transport)
7. Eng. Nihal Wickramarathna, (Colombo Municipal Council)
8. Mr. Amarasiri Senarathna, (DIG Police, Traffic)
9. Mr. T.P. Gamalath (CCTV Division, Police Traffic Department)
10. Mr. G. Wanniarachchi, (Western Province Transport Authority)
11. Mr. H.W. Wipulasena, (National Transport Commission)
12. Mr. Janak Ranaweera (UDA)
13. Mrs. Hemanthi Mapitigama (UDA)
14. Mr. Sanjaya Ranaweera (UDA)
15. Mr. J.M. Thilakarathna Banda (MOT)
16. Eng. R.A. Sudath (RDA)
17. Mr. S.A.L. Subasinghe (Colombo Municipal Council)
39
18. Mr. B.A.P. Ariyarathne (MOT)

19. Mr. A.W.M. Sarathchandra (MOT)
20. Mr. I. Biyanwila (UDA)
21. Mr. J.I.D. Jayasundara (SLR)
22. Mr. J.A.D.R. Pushpa Kumara (SLR)
23. Mr. G. Wanniarachchi (WPTA)
24. Eng. E. Wickramarachchi (CMC)
25. Eng. S.A.K. Subasinghe (CMC)
26. Eng. Mangala Karunarathne (CMC)
27. Eng. Manjula Kularathne (CMC)
28. Mr. B.M. Ifthikar (NTC)
29. Ms. Pushpa R. Soyza (CSPA)
30. Mr. M.M. Anura Prasanne (UDA)
31. Mr. S.C. Diddeniya
32. Ms. Aloka Karunarathne (NTC)
33. Mr. Kumar Rathnayake (Western Province Transport Authority)
34. Mr. Vishvajith Peiris (WRMPP Urban & Regional Planner)
35. Mr. Dilan Sampath Kumara (WRMPP Research Associate)
36. Mr. Dineth Jewanka Perera (WRMPP Research Associate)
The Committee, after a number of deliberations and consultation with the relevant
stakeholders and with due consideration of the previous studies has identified four sub-
sectors under transport sector, with the view to address identified issues.
40
6. PROPOSED SUB SECTORS FOR INTERVENTION
It is planned to intervene at the following subsector level with the view to address the
transport issues that are identified under JICA study and the Megapolis Development within
the region. Proposals are identified under the following transport sub sectors.
I. Public Transport Improvement (PTI)

II. Road Infrastructure Development (RID)
III. Transport Demand Management (TDM)
IV. Environmental Sustainable Transport (EST)
I. Public Transport Improvement

Public transport system development is seen as the most sustainable solution for to meet the
ever increasing transport demand thereby reducing road congestion and minimizing
environmental pollution. A public transport system should be reliable and safety and
comfortable to the user. At the same time, it should have good accessibility to all the demand
centres, with adequate operating frequencies the different demand levels at peak and off peak
periods. An efficient public transport system contributes to having more productive employees
whilst ensuring minimum usage of resources.
II. Road Infrastructure Development

Road infrastructure development will ensure the capacity improvements of roads, connectivity
of main cities and improvement of mobility in the system, whilst ensuring the safety standards
are improved as well. Infrastructure requirement should be identified in separate street
hierarchy as expressways, roads belongs to RDA and access roads.
III. Transport Demand Management (TDM)

Transport Demand Management essentially managing the transport demand with the available
infrastructure by implementing schemes that changes road user behaviour. A major
component of TDM is to understand the user behaviour in order to assess what will be most
effective method to alter it. Identifying the travel demand, trip purposes, travel times and
travel modes it is required to define TDM strategies for the system. The areas of interventions
are such as service designs, enforcement, control and land use planning. Ultimate goals of TDM
should make the travel options more affordable, reliable and convenient to the travellers.
Several measures that can be introduced under the Western Region Development plan have
been identified.
41
IV. Environmental Sustainable Transport

Environmental sustainable transport is a very important factor to be considered in regional
planning. Use of energy efficient transport modes, reduction of vehicle emissions, air pollution,
and noise pollution will improve the health condition of the residents in the region in addition
to the road users who are directly affected. A development of this scale needs to pay careful
attention to the environmental impact, due to the long term implications it can pose.
42
7. DEVELOPMENT PROPOSALS
In formulation of the proposals under the above sub sector, the Committee with due
consideration to the cost factor, has agreed that the lands required for implementation of the
proposals to be made available by the Megapolis Plan. In order to bridge the cost revenue gap
in investment in the transport sector projects, part of the revenue that will be derived from
commercial utilization of land for other than transport projects, should be utilized for
implementation of transport projects or to compensate the revenue gap in operation, as
provision of transport facilities would eventually improve the land utilization. Identification of
lands available for development in Western Region is carried out separately by the project.
Following Interventions are proposed under the 4 sub sectors identified. Also it is identified
when the intervention has to commence along with estimated cost and the project duration.
7.1 Public Transport Improvement

7.1.1 Restructure and Revision of Public Bus Service
Some of the existing bus routes do not cover important areas and some areas do not have
adequate bus services. Bus route network has not been revised for about forty years. This will
improve the accessibility to newly developed areas as well as support the Megapolis structure
plan. Provision of bus services along identified important routes, that does not prevail, will
minimize the number of transfers a passenger would undergo. Further, this revision will
enhance the efficiency and effectiveness of the proposed transit systems and railway
electrification by increasing the accessibility. Adjustment, extension or creation of bus routes
will ensure the safe destination of a passenger and will reduce competition between bus
operators by reducing overlapping routes. Restructuring of public bus service will promote a
higher level of service for bus commuters while preserving and enhancing the mobility of the
non-driving population. Further, it will minimize number of private vehicles engaging in Para
transit modes especially three wheelers on roads. Moreover, reduction of the travel time and
transfer time of passengers are added benefits while enhancing the connectivity between
major generators and attractors.The restructuring and revision of the Bus service is intended
for the whole western region.
43
Thedevelopment of institutional reforms for public bus service is a crucial necessity that needs
immediate action. The feasibility is sorted for creating cluster companies for private bus
operators to ensure benchmark revue for all operators is. This will ensure that the all
operators are provided revenue, based on vehicle km travelled rather than revenue earned
from each trip which will eliminate the necessity for competition for peak hour period and
competition on the providing the service. The operators have to be incorporated in to the
cluster companies ensuring that the minimum number of buses required providing the service
aredeployed in the road. It will also ensure that the vehicle is run continuously with change of
operating crew.
The revision of bus routes has to be considered for the whole western region and should come
in to immediate action.This will enhance the connectivity of the system and minimize number
of transfers.It will ensure that the operator can gain adequate revenue at the end of the day
providing a satisfactory service to the commuter. It can commence with identification of new
bus route requirement for Western province to provide a better accessibility.Introducing
Shuttle or feeder bus services connecting railway stations. New routes should be identified
using expressways to connect cities within the province with higher mobility.
Action Plan
Feasibility and implementation of Institutional reforms.

Identification of new routes on local roads and implementation using routes that have
over supply of buses
Identifying express bus services using expressways connecting cities within the
province
Identifying pick and go locations along the expressway interchanges for out of province
bus services using the expressways with feeder bus services to expressway
interchanges
44
Route revisions along with connectivity to main transport nodes such as railway
stations and RTS station to provide smooth transfer between modes.
Revision of time tables with completion of intuitional reforms so that both private and
SLTB bus services run on single time table.
The project is planned to be commenced within 6 months and the duration of the project is
estimated to be one year. The estimated cost is 0.2 million USD. The project will include
restructure of bus route network, revision of time tables and development and implementation
of institutional reforms.
Responsible agencies: WPTA/NTC/MOTWP
7.1.2. Modernize and Improving the Quality of Buses and Services
The intervention is intended to provide a bus with higher quality of service for the existing bus
passengers thereby retaining them and also attracting private vehicle users to public
transport. Public transport will be made more attractive through providing modernized bus
service extended to the whole region. Better facilities for children and elderly passengers are
to be provided by providing low floor buses with kneeling feature for easy and safe access
together with facility for differently. Feasibility of converting the whole fleet to AC services
should be considered providing a comfortable environment for passengers. It is intended for a
regional bus system that will operate within a corporative environment that strikes a balance
between service quality and cost. Under this project, less crowded service and more frequent
service will be provided to the commuters with improved mobility and reliability thus
enhancing the safety and security of passengers. It will not only provide better quality
ridership for passengers but improve the driver performance to a higher level.
The specification for buses with Low floor, AC and IT enabled systems with GPS technology
and passenger information systems with cash less technologies have to be identified for
different size categories as to cover the total network coverage. The new specification has to be
formulated as a priori immediately so that new buses can be introduced as part of the 8 year
bus replacement policy that is in function currently. DMT act to be reviewed on passenger
transport vehicles to enable the change in bus specification.IT based Smart Bus Service to be
adopted, with provisions for passengers to access information on bus arrival time, tracking bus
availability on a given route. The necessary subsidies to be identified to keep the bus fare the
same or acceptable level while bridging the gap between the cost of new and older
45
specification if the buses. The replacement time from currently at 8 years can be considered to
be increased with the better quality buses that are been proposed. The replacement of buses
for the new specification can be commenced with SLTB within 6 months with private bus fleet
to be replaced within 8 years or earlier.
The provision of adequate terminal facilities and modernized bus shelters parallel to bus
service upgrade has been considered as a separate project therefore not part of the current
project
Feasibility and implementing of providing bus priority at intersections and separate bus lanes
to be identified to improve the ride time of the bus passengers.
Action Plan
Develop new specification for a smart bus service with low floor kneeling, AC, IT
enabled smart bus services for the whole region under different categories with
necessary subsidies to provide the service at the current fare structure.
Implement new specification for private buses with new routes identified under
previous project 7.1.1
Implement the new specification for SLTB buses after 6 months.
The project is planned to be commenced within 6 months and the duration is estimated to be 2
8 years. The project cost is estimated to be 431 million USD. The cost estimation is based on
replacing the SLTB buses and subsidies necessary to bridge the gap of new private buses.
Responsible Agencies: WPTA/NTC/MOTWP
46
7.1.3. Railway Electrification & Modernization
Rail based transport modes are proven around the world to provide the solution for urban
transport problems along with proper access by bus services. Under the Western Region
Megapolis development plan, entire railway system within Western Province will be upgraded,
electrified and modernized to provide a quality and comfortable ride to passengers. The
project will encourage the passengers shift to rail from other modes of transport, thereby
reducing the demand on the congested road space. Passengers and the region in whole will get
many benefits including travel time savings, reduction on road accidents and reduction on
environmental emissions.
The modernization includes upgrade of a) stations, b) Signal System c) Communication system

d) Rail Track e) Ticketing and f)new rolling stock to provide a complete new mode of travel
for passengers. Better connectivity to rail stations has to be ensured through route revisions of
bus services to either terminate or provide enough accessibility. The coordination of rail and
bus time tables has to be ensured to provide better transfer time for passengers. Electrification
of the railway with new signal and communication system will allow for higher frequencies up
to 3-5minute headway in peak period and new rolling stock will supplement faster
acceleration and deceleration times to increase frequencies. The passengers will be benefited
with greater service reliability, better user comfort, better station ambience, additional seating
capacity and shorter journey time. Lesser emissions and noise will ensure a sustainable and
eco-friendly transport service.
Secured Park and a ride facility in selected stations have to be provided as part of station
upgrades to attract more passengers. More focus should be made for motor cycle and bicycle
users along with adequate car parking facilities. Further drop off and pick up areas along with
47
taxi parking areas have to be provided for better access to the stations. Relocation of station in
some instances might be required to facilitate better connectivity between modes. One such
instance is relocation of Wellawatte Station toward the Wellwatte Canal so that better transfer
facility can be provided for the Wellawatte Battaramulla Canal service. Other locations will
have to be identified as part of the feasibility study. The 2-3 minute frequencies will require
grade separation by fly overs at major roads to avoid delays for road users and such locations
will have to be identified in the feasibility study.
The following railway lines have been identified for modernization and electrification. The first
three lines are existing lines while the last two lines are new lines to be added to the railway
network. The lines are illustrated in
1. Panadura - Veyangoda - Polgahawela (RL-M1) -110km (85 kms within WR)

2. Kelani Valley (KV) line (RL-M3) -60km
3. Ragama Negombo line with new airport Access (RL-M2) -26km
4. Kottawa to Horana (RL-NR1) 22km
5. Kelaniya to Kosgama via Biyagama, and Dompe (RL-NR2) - 30km
The feasibility study on Railway Electrification and Modernization of PanaduraVeyangoda

line has been proposed under the Colombo Suburban Railway Project under ADB assistance.
Ministry of Transport has commenced shortlisting the consultants as of April 2016 to
commence the feasibility. It is proposed to be extended the scope of the feasibility to extend
the study up to Polgahawela. The existing signalling and communication system along the
existing line from Panadura to Polgahawela is up to 40 years old and needs upgrade.
Therefore, leaving a part of old signal system
between Veyangoda to Polgahawela have the
potential to cause operational problems. Further
the Megapolis structure plan has major
developments proposed for Meerigama and
Divulapitiya area which warrants the line to be
extended at least up to Meerigama. Therefore the
proposal is to extend the feasibility up
Polgahawela. The feasibility to determine the
possibility of phasing out the signal,
communication and track upgrades from
Meerigama to Polgahawela as an initial measure
and electrification to follow subsequently.
48
Kelani Valley (KV) line (RL-M3 -60km) connects major town centres such as Kottawa,
Homagama, Nugegoda Dompe and Avissawella on High Level corridor and also it spans
through Baseline road making it one of the potential connection to the city. The current single
line with slow speeds due to tight curves has already reached its capacity at peak time. The KV
line is proposed to be double tracked and alignment to be as a short term project which
requires the feasibility study to be started immediately.
Electrification of Ragama Negombo line with an airport Access (RL-M2-26km) connecting the
Bandaranayke International airport is to be carried out as a medium term intervention
providing the connectivity to the Negambo corridor.
A new railway line fromKottawa to Horana (RL-NR122km) is proposed as a short term

measure where the economic feasibility of the trace and EIA has been already completed. The
detailed design and the implementation is and the full feasibility of the project is yet to be
completed and it will have to consider the electrification of the line as well. TheKelaniya to
Kosgama via Biyagama, and Dompe (RL-NR2- 30km) to be constructed which gives access to
the proposed plantation city at Avissawella, and the proposed logistics zone. This project is to
be commenced as a long term intervention. A feasibility study needs to identify the demand
and finalise trace. This can be either electrified or use the locomotives that are taken out due to
electrification on other lines. This line targets as a passenger line as well as for freight
transportation. The line passes through the Sapugaskanda oil refinery making necessary
connection for oil transportation as well.
Action Plan
Feasibility on railway electrification and modernization on Panadura-Veyangoda

extended to Polgahawela (RL-M1-110km).
Feasibility study of railway electrification and modernization on;
o Kelani Valley line (RL-M3)
o Ragama Negambo Line (RL-M2)
o New Kelaniya Kosgama Passenger/Freight line (RL-NR2)
Detail design and implementation of Panadura Polgahawela line (RL-M1)
Detail design and Implementation of Kelani Valley line (RL-M3)
Detail design and implementation of Kottawa Horana line (RL-NR1)
Detail design and implementation of Ragma Negambo line (RL-M2)
Detail design and implementation of Kelaniya Kosgama line (RL-NR2)
49
The feasibility of Panadura Polgahawela

Line (RL M1) is to be commenced
immediately (within 6 months) where
the duration is estimated to be 1 year and
the cost is estimated to be 1.1 million
USD. Implementation of this project
(PanaduraPolgahawela Line) is planned
to be commenced after 6 months
(immediately after the completion of feasibility study) to be completed on or before 2020 and
the total cost is estimated to be 1,540 million USD at 14 milllion USD/km. The effective cost for
the Western Region for the 85 km railway line within the province is 1,190 million USD.
Feasibility studies of the electrification of Kelani Valley line (RL-M3), RagamaNegambo Line
(RL-M2) and KelaniyaKosgama freight line (RL-NR2) are planned to be commenced after 6
months and before 3 years. Feasibility studies are estimated to be completed within a year
after the commencement and the cost is estimated to be 2.5 million USD. Implementation of
the railway electrification of Kelani Valley line (60km) is planned to be commenced within 3
years and the total duration is estimated to be 3 years where the cost is estimated to be 840
million USD.The KV line is recommended to be completed in two phases with first phase up to
Kottawa to be completed on or before 2020 and the second phase from Kottawa to Avissawella
to be completed on or before 2025. Implementation of the railway electrification of Ragama
Negambo line with airport connection is planned to be commenced after 3 years but before 5
years and the cost is estimated to be 364 million USD. Project duration is estimated as 2 years.
The rail line is phased out to be operational on or before 2025.
The detailed design and implementation of KottawaHorana new rail line (22km) is planned to
be commenced after 6 months and before 3 years to be completed on or before 2020. The
estimated project duration for the whole project is 3 years and the cost is estimated to be 309
million USD.Detailed design and implementation of KelaniyaKosgama line is planned to be
commenced after 5 years where the project duration is estimated to be 3 years to be
completed by 2025. This line can be either be electrified or used as normal line with rolling
stock retired from other lines, which will be decided through the feasibility study. The cost is
estimated to be 420 million USD (if electrified, the cost will be lower if electrification is not
needed).
Responsible Agencies:MOT/CGR/WPTA
50
Figure 15: Proposed Railway Lines for Railway Electrification and Modernization
51
7.1.4. Introducing a Rapid Transit System (RTS)
The existing road and public transport service has virtually come to a standstill in the peak
time especially within the Colombo CBD area, the existing passenger demand is almost
exceeding the supply of transportation infrastructure. The average travel speeds is around
17km/h in the western region and even lesser at 12km/h in the CMC area. While road
expansions have been the usual practice that has been adopted it has been proven that more
expansion of roads will only attract more and more private vehicles. Further, CBD does not
have the luxury of available land for expansion of the road the improvement of public
transport has been long felt for decades which has been addressed by the Megapolis Transport
Plan which gives the highest priority to public transport improvements. In line with the
transport plan one of the public transport improvements proposed is a new Rapid Transit
System to be introduced in the CBD and extended to the out of the CBD of Western Region. It
will introduce the new transit mode and will provide easy access to the major attractions in
the system. It will ensure a higher quality service for everyone in terms of cost, time and safety.
Introducing a new mode will help the rider to choose most appropriate mode of transport
based on his trip purpose and hence will increase the modal shift towards the public
transportation reducing the traffic congestion significantly. All the major points in the CBD will
be connected by the new system. The RTS has to be elevated within CBD since road space is
not available for dedicated service while there are possibilities of going on ground where it is
extended to the suburbs.
Following three technologies with the capacities in parenthesis were considered.
1. Light Rail Transit (LRT) or Light Metro (30,000 PPHPD)

2. Monorail (30,000 PPHPD)
3. Bus Rapid Transit (13,000 PPHPD)
52
JAICA study has identified monorail as the suitable system while the MoT study has been based
on more road based system with BRT technology. The transport committee in its consultation
has identified that introduction of a modern urban rail based public transport system gives the
best option for offering the private vehicle users an alternative to consider change the mode of
travel whilst experiencing reasonably high service quality and reliability. This eradicates the
complexities with respect to operating time tables, red tape with the administrative processes,
pressure from unions, political influences, and the general inefficiency, that are part and parcel
of the current public transport options available that is preventing it from becoming a viable
alternative for private vehicle users. Therefore LRT was selected as the most suitable
technology with due consideration given to the previous studies that were conducted.
The transport committee identified that BRT was not sustainable to meet the demands for
design period of next 20 years. BRT requiring at least 3 lanes in each direction with the vehicle
composition in the western regions does not have the capability of evolving as a network
without considerable acquisition and road expansions. With only marginal increase in capacity
from 10,000 PPHPD of a higher level bus service to 13,000 PPHPD for BRT, the increase in
supply is marginal to the investment that has to be made. There were two main BRT lines that
were proposed by the MoT review which were for Galle Road between Fort and Moratuwa and
Fort and Kadawatha. Practical situation is that both cannot be implemented in short term. The
feasibility study on Galle Road has identified that Galle Road BRT would require a 6km
elevated road between Wellawatte and Maliban junction, which raises the question whether
such elevated structure on the existing roadway feasible (not addressed in the study) and also
questions the possibility construction of an elevated road in short term. The Kadawatha
expansion is more a practical problem where the extra lane that is required for BRT would
need additional acquisition from the section that was acquired in 2015. The people who have
demolished their properties and rebuilding will be required to be given acquisition notice that
is practically not possible. The remaining BRT lines have similar acquisition issues while they
are running on expressways which technically do not need a BRT system but rather an express
bus service. Further, It has been identified by the feasibility study itself that Galle Road BRT
will reach capacity by 2025 even when running in parallel with the electrified rail network
thus creating an under supply just after 5-6 of operation of the system. However it should be
noted that the BRT study was conducted based on 1998 CMRSP plan which has lower growth
scenario than the Megapolis plan and the Megapolis demand analysis has identified that the
BRT will reach its capacity even sooner between 2020 and 2025. A detail description on why
the BRT was not selected is given in Annex 2: The Reasons for not including BRT in the
Megapolis Plan.
53
Main cause for the selection of LRT (Light Rail Transit) over monorail was its popularity
corresponding to its versatility.Light rail can run on all possible types of alignment (elevated,
at-grade, underground), depending on the particular situation in a given area of a given city,
while monorail is limited to elevated only. Since the proposed Rapid Transit system spreads
through suburbs such as Battaramulla, Kottawa, Malabe, Kaduwela and Kadawatha, as
discussed later, approximately 17% can be accommodated at-ground level while blended
facilities such as deports, yards andstations can be located at ground level irrespective to line
been at-grade or elevated, significantly reducing the overall cost.LRT also have the advantage
of lower operations costs and does not pose incurred higher costs on switching as in monorail.
Monorail has been popular in cases of stand along lines connecting two places; however it has
rarely evolved as a network especially with crossing that is limited with monorail. Proposal by
JAICA for monorail can be justified with the two lines that had been considered from Malabe to
Fort and towards Mattakuliya since both of these lines will have to be elevated, however when
considering a network evolving to the suburbs that can have ground operation the LRT is a
better choice. Further the fact that LRT has more providers across the world enables to acquire
a system at a competitive rate with the best technology. The modern LRT system technology
permits slender contemporary structural supports ensuring the aesthetic beauty of the urban
context which could be enhanced with the involvement of an urban design expert.
The RTS route and selection of stations were done according to a comprehensive methodology
using major trip attraction, generation points and minimum spanning tree method. A detail
description of the RTS route formulation methodology is given inAppendix 04.
The RTS lines that were identified are listed below and shown in Figure 16 and Figure 17.
1. Green Line (RTS1) -15km FortKollupitiya-Bambalapitiya-Borella-Union Place-

Maradana - Elevated
2. Yellow Line (RTS2)-11.5km Fort- Maradana- Mattakkuliya/Peliyagoda- Elevated
3. Red Line (RTS3) 10km Dematagoda-Borella-Narahenpita-Kirulapone-Havelock City-
Bambalapitiya - Elevated
4. Purple Line (RTS4) 10km -BorellaRajagiriyaBattramulla-Malabe Elevated/at
Ground
5. Pink Line (RTS5) 9.6km - Malabe Kottawa Elevated/at Ground
6. Olive Line (RTS6) 6km - Malabe - Kaduwela - Elevated/at Ground
7. Ash Line (RTS7) 13km - Peliyagoda - Kadawatha - Elevated/at Ground
54
RTS1, RTS2 and RTS 3 are within CBD and are completely elevated systems. RTS1 supply for
the demand with the inner CBD and is a circular route that connects the Fort MMH and inner
city future high density residential complexes and economic centres. It connects to the railway
lines at Fort, Kolupitiya and Bambalapitiya. RTS2 connects Mattakuliya/Kotahena area with
the city starting beyond Kelani river at Hekitta at one end and at Peliyagoda at the other end.
There are possibilities of having park and ride facilities at both of these locations so that
number of vehicles entering across the river can be limited. RTS3 starting from Bambalapitiya
and going across thunmulla and going down high level road to Kirilopone and coming along
Baseline road to Dematagoda connects residential and institutional land use such as Havelock
city, schools, hospitals and transferability from Rail at Bambalapitiya, Narahenpita and
Dematagoda.
RTS4 from Borella to Malabe could have at ground stations but most likely to be elevated
systems as well. This line connects to the RTS1 at Borella and goes along the centre island of
the Parliament Road/Cotta Road towards Battaramulla. RTS5 starting from Malabe However,
RTS5, RTS6 and RTS7 have potential of a total 12.5 kms of at ground operation where RTS5
with 5kms, RTS6 with 2.5 kms and RTS7 having closer to 5kms of at ground operation.
Efficient transfer facilities between urban rail to RTS is critical that continuous mobility is
ensured for the public transport users first to provide an efficient service to current users plus
attract more passengers from other modes. Urban rail RTS transfers from Coastal line are
provided at Bambalapitiya and Kollupitiya, from main line at Kelaniya, Dematagoda and Fort,
from KV line at Kottawa, Narahenpita, Cotta road and Dematagoda as shown in Figure 17. The
Kaduwela transfer facility is for transfer from Inland water transport mode as discussed in
next section. Secured park and ride facilities for cars, motor cycles and also for non-motorized
transport such a bicycles have to be identified and provided where land is available so that
people are able to access the RTS stations. Further, park and ride facilities at Kadawatha,
Peliyagoda and Kottawa to attract people arriving on expressways are to be provided.
As a result of Rapid Transit System with LRT technology proposed above, faster connectivity to
their final destination for people brought in from urban railway is ensure. Further, it is an
addition of new mode and increase of capacity to the total transit system that will avoid the
overloading of existing transit systems, reduce the number of private vehicles especially motor
cycles and three wheelers on roads, improve the quality of ridership with better travel time,
safety and comfort, attract more investors and tourists to the country and it will reduce land
acquisition problem for road widening.
55
Action Plan
Feasibility Study of Rapid Transit System with LRT technology for all identified lines in
CBD and Suburbs:
o Green Line (RTS1)
o Yellow Line (RTS2)
o Red Line (RTS3)
o Puple Line (RTS4)
o Pink Line (RTS5)
o Olive Line (RTS6)
o Ash Line (RTS 7)
Detail design and implementation of Rapid Transit System with LRT technology on;
o Green Line (RTS1) -15km Fort Kollupitiya-Bambalapitiya- Borella-Union
Place- Maradana
o Purple Line (RTS4) 10km - Borella Rajagiriya Battramulla-Malabe
o Yellow Line (RTS2)-11.5km Fort- Maradana- Mattakkuliya/Peliyagoda
o Pink Line (RTS5) 9.6km - Malabe Kottawa
o Red Line (RTS3) 10km Dematagoda-Borella-Narahenpita - Kirulapone-
Havelock City- Bambalapitiya
o Olive Line (RTS6) 6km - Malabe - Kaduwela
o Ash Line (RTS7) 13km - Peliyagoda - Kadawatha
Feasibility study of the whole RTS network is planned to be commenced within 6 months. The
duration for the feasibility is estimated as 1 year and the cost is estimated as 1 million USD.
56
The feasibility of Green Line (RTS1) and Purple Line (RTS4) are to be expedited, so that detail
design and construction could be started immediately.
The detail design and implementation of the RTS lines proposed above are in phases as
described below. The detailed design and implementation of RTS1 and RTS4 are planned to be
commenced after 6 months and within 3 years (as soon as the feasibility study completed) to
be operational in year 2020. The duration of the project is estimated to be 3 years and the cost
of RTS 1 and d RTS 4 are estimated to be 750 and 500 million USD respectively.
Detailed design and implementation of RTS2 and RTS5 are planned to be commenced after 3
years and within 5 years. The duration of the projects is estimated to be 3 years and the cost of
RTS 2 and d RTS 5 are estimated to be 575 and 380 million USD respectively. Detailed design
and implementation of RTS3, RTS6 and RTS7 are planned to be commenced after 5 years. The
duration of the projects is estimated to be 3 years, 2 years and 3 years respectively and the
cost is estimated for RTS3 as 500 million USD, RTS6 as 260 million USD and RTS7 as 550
million USD. The total cost of the RTS network of 75kms is 3.5 billion USD.
Responsible Agencies: WRMPP
57
Figure 16: Proposed RTS network in CBD area
58
Kelaniya
Fort
MMH
Dematagoda
Kaduwela
Cotta Rd
Kollupitiya
Narahenpita
RTS5
Bambalapitiya
Kottawa MMC
Figure 17: Proposed RTS network in CBD & suburbs
59
7.1.5. Introducing New Inland Water Transport System
Use of inland waterways has the potential to reduce the travel time drastically on certain travel
corridors. Presently, there is no proper connecting mode in the East-West direction in the
Colombo region unless the prevailing bus services cater that necessity. By using the existing
canal systems, strong east-west transport connectivity can be generated for the commuters
convenience. Comfortable air conditioned boats will ensure a smooth comfortable ride for
passengers At the off peak periods, especially at night time this system can be used to promote
ecotourism around the Colombo city making this city an active and an attractive area during
night time as well.This will add a facet to the citys transport infrastructure. Boat jetties will be
placed at main linking points where the canals cross the main roads and in other places where
necessary improving the accessibility and the inter connectivity between other modes.
Following three inland water transport lines were identified as shown in Figure 18;
Wellawatta Battaramulla Line (IW1)

Fort Union Place (along Beire Lake) (IW2)
Mattakkuliya Hanwella (along Kelani River) (IW3)
The Wellawatta-Battaramulla (IW1) has the most potential to provide an urban transport
solution. It intersects 6 main road including Marine Drive, Galle Road, Highlevel Road, Baseline
Road, Nawala Road and Parliament Road out of which 3 of them are main 7 corridors. This is
one of interventions identified under the Megapolis plan that can come in to action immediately
as a detail feasibility of the project was conducted in 2005 which needs update to current traffic
condition.
The shuttle boat service proposed in the Beire Lake from Fort to Union Place (IW2) will save a
lot of time for passengers who have to use bus service to connect these points especially during
peak time. The feasibility of the line has to be conducted.
60
The line along Kelani River from

Mattakkuliya up to Hanwella (IW3) has a
high potential to provide an alternate mode
for the low level corridor where the public
transport is poor. Due consideration has to
be made in regards to environmental
impacts prior to implementation as the
main water intake is from Kelani river for distribution of water Colombo. The feasibility of the
mode with electrified or solar powered boards can be considered when the study on the route is
done. Prior to the canal boat system, the cleaning and dredging of the canals should be done in
addition. Parallel to the provision of boats, construction of boat stations, yards and access roads
should come in to action. A proper type of boats should be used during this service and a
proper regulatory mechanism should be established for the continuous monitoring and for the
operation and maintenance processes. As this is connected with the environment much more,
necessary studies must be carried out to identify the environmental problems and action to
mitigate where possible.
Action Plan
Feasibility Study update and detail design on;

o Wellawatta Battaramulla Line (IW1)
Implementation of the service on;
o Wellawatta Battaramulla Line (IW1)
Feasibility Study and detail design on;
o Fort Union Place (along Beire Lake) (IW2)
o Mattakkuliya Hanwella (along Kelani River) (IW3)
Implementation of the service on;
o Fort Union Place (along Beire Lake) (IW2)
o Mattakkuliya Hanwella (along Kelani River) (IW3)
Since a prior feasibility study and a detailed design has been carried out for IW1 (Wellawatta
Battaramulla line) in 2005 the commencement of this particular project is planned within 6
months where the duration is estimated to be 6 months and the cost is estimated to be 60
million USD.
61
Feasibility studies in IW2 and IW3 are also planned to be commenced within 6 months where
the projected duration is 6 months. The estimated cost for the feasibility study is 0.1 million
USD.
Detailed design and implementation of IW2 and IW3 are planned to be commenced after 3
years. The durations of the projects are estimated to be 1 year and 2 years respectively and the
cost of IW2 and d IW3 are estimated to be 5 and 60 million USD respectively.
62
Figure 18: Proposed Inland Water Transport System
7.1.6. Develop Multimodal Transport Hub and Centres
Development of anintegrated transit system that provides satisfactory service coverage for
people and freight transport,as practically as possible by enhancing the connectivity will be
achieved through construction of multimodal transport hubs and centres. The main trip
63
generation zones within the region will be connected by both railway and roads to ensure
seamless travel especially for the public transport users. For this purpose, there needs to be
integration of the modes via multi-modal hubs for smooth transitions for the users from one
mode to the other. Ultimately, transport Hub and centres will provide a better connectivity and
transfer facilities for passengers.
These benefits will not only be confined to passenger transport but would also be derived for
goods transport.Improved logistic facilitiesfor their goods could open up access to previously
unreachable areas as well as link key economic centres to national markets. Such improved
infrastructure facilities will attract more investors to the country improving business
opportunities and also will increase the tourist demand in the country providing comfortable
and safer transport system.
The main Transport Multimodal Hub is being proposed to construct at Fort/Pettah, in Colombo.
Development of the detailed designs for Fort / Pettah transport hub (MMTH) should be done
immediately.
Source: ComTrans Feasibility Study Report
In order to support the proposal, conversion of OlcottMawatha/ BasitianMawatha to one-way

operation so that all buses can circulate should come in to action. Parallel actions such asre-
routing of short distance buses, provision of Park & Ride facilities in order to accommodate the
private vehicles must accommodate this implementation. Inter connectivity of transit modes
should be achieved as well.Access to port by road and rail should be provided enhancing a
better connectivity.
Several other transport terminal locations have been identified to be improved as Multi Modal
Centres (MMC). These have been identified into two levels,major MMCs and minor MMCs.
The proposed major Multimodal Transport Centres are;
64
Kottawa
Horana
Kadawatha
Kaduwela
Panadura
Negombo/18th Mile post
The minor Multi Modal Transport Centres (MMC) are;
Gampaha
Ragama
Moratuwa
Meerigama
Avissawella
Bus re-routing and related development activities have to be identified for each location
separately to cater the passenger demand. Park & Ride facilities should be developed at
respective areas. Develop ICD facilities if required. Need to carry out a feasibility study to
identify the types of developments and land availability in selected locations.
Action Plan
Detailed design and construction of Multimodal Transport Hub (MMTH) at Fort/Pettah.

Detail design and construction of multimodal centres at 11 locations identified.
The development of Fort/Pettah transport hub is planned to be commenced after 6 months

time (before 3 years) and planned to be completed within two years. The project cost for the
Fort/Pettah hub is estimated to be 200 million USD.
Development of major and minor multi modal centres is planned to be commenced after 3
years. The feasibility study should be completed before that. The estimated project duration is 2
years and the project cost is estimated to be 100 million USD.
Responsible Agencies: UDA/MOT/WRMP
7.1.7. Regulate and Improvement of School Bus Services and Office Van Services
The existing school transport service is not enough to meet the demand and not up to the
required standards by upper middle class of the society. As a result, majority of school children
are travelling by private vehicles that consists a significant portion of the morning peak traffic.
65
Changing this traffic to a few reliable and quality school transport service vehicles which
operates from home to school can relieve the traffic congestion significantly. Attraction to such
service is only possible through providing higher quality service that is comfortable, safe and
reliable. Higher level of service with air conditioning to provide comfortability, regulated so that
the service is limited to seated students and safety to be ensured with monitoring facilities
provided to the parents. The form of private school bus companies that could provide a service
with increased reliability so that in an event of a breakdown the company has to have the ability
to replace the bus by another vehicle in a short time which is lacking at current public school
bus service.
In the process of implementation, a regulatory mechanism school services should be formed

immediately. Development of Policy Documents to facilitate a better operation it is a must prior
to the installation of regulatory body.Operational guidelines including, seating capacity,
driver/assistant registration, vehicle fitness, maximum travel time should be specified in order
to gain the necessary output up to the required standards. Moreover, separate bodies to operate
school services in parallel to existing public school service should come in to action
immediately.Providing higher quality door to door service with air condition, monitoring and
reliability facilities will result in attracting more customers from private vehicles. The cost of
the service does not have to be subsidies as the intention is to attract the students from
passenger vehicles rather than from existing school bus service. The above service is to be run
in parallel to Sisuseriya program. In parallel Sisusariya program has to be extended more so
that public school bus service is also improved
The program can be extended to office vans with furtherstudies.
Action Plan
Form regulatory mechanism for school services.

Specification of operational guidelines including, seating capacity, driver/assistant
registration, vehicle fitness and maximum travel time
Formation of separate organization to operate school services with buses equipped with
air condition, GPS systemsto detect the busses and monitoring facilities. (In parallel to
existing public school service)
Sisuseriya project to be continued and improved as it is in identified routes by NTC.
66
The project is to be commenced within 6 months and the duration of the project is estimated to
be 1 year. A feasibility study and formulation of policy documents are to be carried out
immediately. The estimated project cost is 1.42 million USD.
Responsible agencies: MOTWP/NTC/WPTA
7.1.8. Regulate and Improve Taxi Services
Taxies are an integral part of any urban transport systems and it provides door to door service
to the users providing the last mile connection. With the increase in number of taxi operators
and the number of taxis on the road,without any formal regulations had led to many social and
traffic issues in the country. An improved and a relatively cheap taxi service will act as
supplementary service to public transport system users which in turn may increase the modal
share of public transport. This especially is relevant in attracting the car users to public
transport. Regularization and maintaining high standards with respect to vehicle condition etc.
is even beneficial to the taxi operators, as evident from the now successful mobile phone based
taxi booking systems such as Pickme, three-wheel drivers are motivated to join such a system
as they have seen it gives them more dividends with respect to getting more hires and
decreasing the percentage time the taxis are idling either parking at a stand or travelling around
without a passenger. Regularized Taxi services can be converted into another public transport
mode in the city limits.This will create employment opportunities to the community, reduce
unnecessary cruising of taxi drivers on roads,reduce traffic accidents, congestion and vehicle
emission.Control the number of taxis entering the system and enhance the job security of taxi
drivers as well.
67
Introduction of a common identification system for all taxies are proposed immediately. A
regulatory body to be established and policy documents available for taxi services and all the
taxies must get registered under the regulator. Promoting and supplying adequate parking
space for taxies at major transit nodes should come in to action immediately. The charging
regulations associated with taxi services should be reviewed in parallel. Modern technologies
can be incorporated to the taxi services such as to use the internet to find taxi locations, contact
numbers and the usage of GPS tracking systems. Development of such IT based smart taxi
service will make it convenient and more attractive for the commuters.
Action Plan
Introduction of a common identification system for all taxis

Establishment of a regulatory body and the preparation of policy documents
Promoting and supplying adequate parking space for registered taxies at major transit
nodes
Review of charging regulations associated with taxi services
Development of such IT based smart taxi service
The project is planned to be commenced after 6 months and before 3 years and the duration of
the project is estimated to be one year. The cost of the project is estimated to be 0.35 million
USD.
Responsible Agencies: WPTA/NTC/UDA/MOT
68
7.1.9. Improvementof Facilities at Suburban Interchange Bus Terminals and Stands.
Almost all bus terminals where the passengers interchange buses and the bus stands located at
many strategic locations on different routes lack facilities and information useful for users.
Available basic facilities are not maintained properly due to lack of resources and had been
dilapidated most of the terminal buildings located in prime locations in suburbs are eye sores as
the buildings have not been designed to suit its surroundings or user needs in mind. These
places are patronized by large number of passengers daily and are excellent places to develop
many SME services needed by them and have a great commercial value that can not only
provide employment but also good income to those who wish to own and operate them. Hence
it is proposed to develop these bus terminals across the Colombo and its suburbs with all
amenities and services needed by the general users. As these could be built and operated by
local entrepreneurs it is recommended to float local tenders to lease these lands/spaces for
private builders to build and maintain these services. The objectives are to redevelop and
improve the appearance, design and operational qualities of the bus terminals and bus stands to
provide better facilities to passengers and minimize the operational costs of the bus terminals
by the government while the services to bus passengers continue.
As the first step, the required suburban interchange bus terminals and stands will be identified
through a proper study. Then Private sector will be invited to undertake the reconstruction and
improvement of the bus terminals to be equipped with all modern amenities on leased out lands
on a long term lease basis by calling Design build and operate proposals for each site. The
properties will be subleased and construction will be carried out. Public services and the
facilities to be provided by the operators.The National Transport Commission and Western
Megapolis to agree on terms and conditions to be stipulated and monitor the quality of
services.200 strategically located bus stands will be improved to help passengers. The bus
stands will be developed to have a kiosk which will be sub leased by the developers to operators
(SMEs) who will maintain these bus stands while engaged in business of selling goods and
services and provide information to passengers thru modern communication equipment.
Action Plan
69
Identification of Suburban interchange bus terminals

Private sector to be invited in the process of reconstruction and improvement
Selected terminals to be equipped with modern amenities
200 strategically located bus stands will be improved to help passengers
The project is planned to be commenced within 3 years and the duration of the project is
estimated to be 2 years. Cost of the project is estimated to be 230 million USD.
7.1.10. Establishment of Transport Information Analysis and Dissemination Centre
The information on transportation is many folds. The public as well as the transport planners
and regulators of the urban services constantly need this information on a daily basis. Regular
surveys on the performance of transport services as well as feedback from public to make
management decision are essential for improvement of transport sector. Currently the
universities carries out some of the research activities related to this. It is recommended a
Transport Information Centre that collects, analysed and disseminate this information on
commercial basis be established. The objective of this project is to improve the transport
services with real time data and facilitate transport management decision making process. An
institutional mechanism will be set up
whereby the NTC will form a joint venture
with a private sector or form a public
company that will provide the services. Then
the company will train the staff and
introduce the GIS based information system
and provide required information thru the
telecom network to the public.
Action Plan
Establishment of Institutional mechanism

Introduction of IT based information system
The project is planned to be commenced within 3 years where the duration is projected to be 2
years. The cost of the project is estimated to be 2 million USD.
70
Figure 19: Proposed Public Transport Interventions in Western Region
71
Figure 20: Proposed Public Transport Interventions in Core Area
72
7.2 Road Infrastructure Development

7.2.1. Capacity Improvement of Existing Roads
The road expansions have been the common method that has been adopted in the past to
address the traffic congestion. Apart from, certain roads outside of the Colombo city limit, most
of the inner city roads does not have the luxury to expand with considerable acquisition been
required. In general the roads that have been identified by the RDA for capacity improvements
have been incorporated to the WRMPP transport plan. The RDA has identified the required
links within each district to maintaining average speed of 40 km/h and development of the High
Mobility road network connecting districts with an average speed of 60 km/h which has
developed by RDA for next 10 years. In addition following existing roads that RDA has not
selected have been proposed with the new growth plan on Western region.
Horana Meerigama via Padukka, Kirindiwela

Negombo Divulapitiya Meerigama
Ja-ela - Divulapitiyavia Ekala and Minuwangoda
The existing road link Horana to Meerigama via Padukka and Kirindiwela will be rehabilitated
asa medium term measure. The above road link will facilitate the inter corridor movement of
people easily and will connect down south with Negambo and Meerigama bypassing Colombo
core area. It will facilitate the transport requirements within the new cities such as Horana,
Meerigama and Divulapitiya that are to be developed under the Megapolis plan. Two other new
road links identified are Negombo- Divlapitiya - Mirigama as a 4 lane road and Ja-ela to
Divlapitiya via Ekala and Minuwangoda as a 4 lane road to cater mainly future industrial and
business tourism traffic in the region. These interventions would be Medium term
developments. A feasibility study is in progress to identify most suitable roads to be
rehabilitated under ADB assistance.
The transport plan also identifies following three missing links within Colombo to be improved
as appropriate to the Western region Megapolis plan as medium term interventions.
73
Marine Drive extension to Galle Face Chathiya road and Dehiwela

Junction.
Baseline Road Extension from Kirulapone up to Maliban junction.
Duplication road extension up to Kalubowila Hospital Road.
Action Plan
Feasibility and Detail design and rehabilitation of existing road links

o Horana to Meerigama via Padukka and Kirindiwela
o Negombo- Divlapitiya - Mirigama
o Ja-ela to Divlapitiya via Ekala and Minuwangoda
Detail design and construction of missing links;
o Marine drive extension to Galle Face and Dehiwela,
o Baseline Road extension up to Maliban junction and
o Duplication Road extension up to Kalubowila Hospital Road.
The RDA will be the main implementing agency for all projects, with the CMC supporting the
initiatives within the Colombo Municipal limits.
The RDA previously identified projects to be commenced within 6 months at a cost of 345
million USD which will take around 3 years to complete. The feasibility studiesof Horana
Meerigama, Baseline extension and Duplication road extension to commence within 6 months
which has a cost of 0.5 million USD and 1.5 million USD.
The road improvements to commence after 6 months and within 3 years are; detail design and
construction of proposed Horana Meerigama road at a cost of 58 million USD, baseline road
extension to Maliban junction at a cost of 40 million USD, Marie drive extensions at a cost of 18
million USD. Further, a policy on right of way to relocate of unauthorized people has to be
completed.
The road projects to commence 3 years and within 5 years are detail design and construction of
Ja-ela Divulapitiya road at a cost of 20 million USD and detail design and construction of
Duplication road extension at a cost of 11 million USD.
74
7.2.2. Improve the Capacity of Existing Expressway Network / Improve the Expressway
Network
The existing expressways are mainly utilized for long distance passenger transportation. Yet,
some of the nearby major towns can be connected through a route which runs through the
expressways reducing the time to travel in between. The existing tolls have not been revised as
per the changed demand over the past years and the capacity of the expressway is not fully
utilized due to reduction in capacity at toll gates which has manual toll collection method apart
from Colombo Katunayake Expressway.The efficient and effective use of existing expressways
under the Western Region Megapolis plan, is proposed with increase of regional express bus
services using expressways as discussed under section 7.1.1, reducing delays at toll collection
facilities and revising tolls to attract more users. Implementation of this project willsave time,
fuel and improve the connectivity of long distance nodes, improve regional bus transport
system, induce new land use developments in areas around interchanges, improve the
connectivity to transport hubs and will positively affect the economic development of the
country.
As per the action plan, analysing the new demand on the highways and reviewing the existing
toll will be undertaken as immediate measures.It is essential that due consideration is made to
identify ways to increase the use of expressways by commercial vehicles that currently use the
national highways. Introduction of new electronic toll collection system is a necessity in order to
eliminate the possible traffic congestion at the entrance and exit of expressways and it will come
into effect as a medium term measure. Introduction of a real time information management
system will also proposed as a medium term measure to improve the efficiency of expressway
operations.
Action Plan
Analysing the existing demand on the expressways and reviewing the existing toll
Introduction of new electronic toll collection system
Introduction of a real time information management system
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The Study on Expressway Capacity Improvements is expected to commence within the next six
months, and be completed within one year, at an estimated budget of 0.1 million USD. The RDA
will be responsible for the implementation of these projects.
7.2.3. Construction of new Expressways
The expressway network provides a high mobility to provide a connection from out of region
while providing connectivity within the region in the perimeter of the urban development. The
proposed expressways in the Megapolis Transport Plan comprise of elevatedas well as at grade
sections connecting the region outwards and provide a connection to the central business
district. It will reduce the travel time significantly between key areas. It also results in enabling
more inland connectivity and the expansion of existing expressway network.
Following national and urban expressway expansions are proposed;
1. Ruwanpura Expressways
2. Central Expressway.
3. Elevated expressway from New Kelani Bridge to Colombo Port (Port Access
Expressway).
4. Elevated expressway from New Kelani Bridge to Pore/OCH
The feasibility studies for Ruwanpura Expressway and Central Expressway have been
concluded with detailed designs and are been evaluated by the RDA. The preliminary feasibility
on New Kelaniya Bridge and elevated expressway from New Kelani Bridge to Colombo Port &
Fort area (CKE extension) is available and is a necessary connection not only for private vehicles
but for commercial vehicles. The connection is vital with the development of port city project.
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Elevated urban Expressway from New Kelani Bridge to Pore/OCH via Battaramulla is identified
as a necessary connection to connect the Southern Expressway/Outer Circular Expressway to
the inner city providing a quick connection to vehicles arriving on both of the expressways. A
feasibility study was conducted up to Rajagiriya, therefore extension of the study to include
connection to SE/OCH is required. Due consideration has to be made on the impact by higher
mobility for public transport in this corridor with the introduction of the RTS5 and RTS6
proposed under the Megapolis Transport Master Plan.
Action Plan
Feasibility study on elevated expressway from Kelani Bridge to Pore/OCH via

Battaramulla.
Construction of Ruwanpura Expressway
Construction of Central Expressway
Construction of New Kelaniya Bridge and elevated expressway from New Kelani Bridge
to Colombo Port & Fort area (CKE extension)
Construction of Elevated Urban Expressway from Kelani Bridge to Pore/OCH via
Battaramulla.
The cost of construction of the Central expressways is 992.21 million USD for the section within
western region (total cost 2979 million USD) which is identified to commence within 6 months
and project duration to be 4-5 years. The Ruwanpura Expressways cost is estimated at 529.55
million USD road sections within western region (total cost 1518 million USD) which is
identified to commence within 6 months and take 4-5 years to complete.
The elevated road from New Kelani Bridge to Colombo Port is estimated at 145 million USD is
identified to commence within 6 months anticipated to take 3 years to construct. The elevated
road from New Kelani Bridge to Pore via Battaramulla is estimated to cost 1100 million USD is
identified as required by 2025 that requires commencement after 5 years.
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7.2.4 Policy on use of Road/Rail Right of Way / Policy of use of Road Right of Way
Every Road / Railway line has its demarcated boundaries and over time most of the designated
area are acquired by unauthorized people. It makes inconvenience as well as the congestion
within the cities. Due to poor policies in land acquisition, road projects get delayed
unnecessarily. Under this project, a policy will be developed by professionals in the field to
avoid such circumstances in the future projects. A project of this type is needed in order to allow
necessary future expansion thus by result in a low expenditure on provision of low
compensation. Hence it will result in avoiding social controversy arising due to public property
acquisitions, expediting road improvement projects without unforeseen delays in land
acquisition having a clear Right of Way which will increase road capacity and level of service
and improve pedestrian safety &comfort.
Identification and demarcation of road and rail right of way boundaries need to be done
immediately with enforcing strict legal restrictions to avoid encroachers. Then, the relocation of
unauthorized settlers can be carried out as a short term intervention.
Action Plan
Identification and demarcation of Road and Rail Right

Enforcing strict restrictions on encroachers
Relocation of unauthorized settlers
This project will be carried out by the UDA and the RDA within the next 6 months to 3 years,
and will be completed within 2 years of commencement. The estimated cost of the project is
0.07 million USD.
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Figure 21: Proposed Road Improvements in Western Region
79
Figure 22: Proposed Road Improvements in Core Area
80
Figure 23: Proposed Interventions in Western Region
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7.3 Transport Demand Management

7.3.1 Flexible & Staggering Work Hours
Flexible working hours is proposed to be introduced in public and private institutions to spread
the peak demand of the traffic flow which increase the peak time period of traffic but at a lower
volume, thus providing relief for several years until public transport infrastructure is built.
Employees can adjust their working time without any negative effects to the working processes
of the institutes. Flexible work hours allow workers to determine their own schedule times, and
plan their work hours. Cooperatively, office working times can be employed by fixing the time
that all workers have to be at work (10 am to 3pm) and allowing the employee to decide the
starting time of their work. (7am to 10am). The end time will be based on the start time. That is
if someone starts at 7am he can leave at 3pm while someone starting at 10 and will finish at 6
pm. Implementation of flexible workhours will increase the time period the public services
available spreading through the day and also improve passenger and rider satisfaction. The
increase on peak period will also be beneficial for the current public transport providers
especially to the private bus operators who are currently competing to provide the service in
the peak time period.
Development of policy plans to promote flexible work hours in selected institutes should initiate
in short term. Study and identify possible areas of application and necessary policy
introductions should come along while acknowledging and promoting systematic schedule
within the institutions. Next, flexi
hours can be introduced in medium
term. In order to cater the spread of
demand, Trains and buses are
needed to be rescheduled to ensure
the convenience of the employees.
Development of policy plans to
promote staggering work hours in
selected institutes should be done
Short to Medium Termly.
Action Plan
Development of directive to promote flexible work hours in selected institutes

Necessary administrative and legal amendments to the procedures
Rescheduling trains and buses
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Estimated Approximate cost for the above project is 0.05 Million USD that will be mainly
utilized for the preliminary studies to be under taken. This project should be commenced
immediately (within 6 months) and the expected project duration is 6 months from the date of
commencement.
Responsible Agencies: Ministry of Public Administration/Chamber of Commerce
7.3.2 Parking Management
The aim of parking management is to reduce vehicle trips by controlling on street parking, and
charge for currently free service, on the assumption that people will change modes or carpool.
Shifting from free parking to cost-recovery parking will result in automobile commuter trip
reduction. Further, minimize the impacts of parking on impervious surfaces and minimizing the
requirements for parking spaces will equal a significant reduction in public expenditures;
charging for the cost of parking would help reduce parking congestion. It will ultimately result
in on street parking demand reduction by eliminate illegal parking on roads. Provision of off
street parking will help to improve the capacity on roadsand provision of on-street parking for
short time periods at identified locations.
Immediate actions should be taken to develop a Pricing mechanism for Parking. Under this
process, Implementation of parking metering system to Colombo district can be done in the
preliminary stage estimated approximate cost for this immediate action is 0.28 Million USD with
a project duration of 6 months from the date of start. Parallel, Adequate on- street spacing
should be availablerestricting parking on pedestrian walkways. Further, time limited parking
enforced at identified roadside parking lots (e.g. 30 min Maximum) should bring in to action
immediately. Prior to this, pedestrian walkways should be completed up to requirements.
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Action Plan
Develop a pricing mechanism for Parking.

Implementation of parking metering system
Provision of adequate on- street spacing
restricting parking on pedestrian walkways
Allowing time limited parking enforced at identified roadside parking lots (e.g. 30 min
Maximum)
Pedestrian walkways should be completed up to requirements.
The following measures must be taken for successful implementation of this.
Provision of overflow parking facility for long distance private buses should draw the
immediate attention. A budget of approximately 0.53 Million USD will be allocated in
providing necessary facilities and the projected time duration is 1 year from the date of
commencement.
Provision of necessary facilities to mitigate unauthorized parking on roads.
Outsource the towing of unauthorized parking can come in to action.
Revision of legal procedure relevant with particular subject will smooth the process of
implementation.
Increase awareness of traffic law among public by using social and mass media will
reduce the surveillances related to parking.
In order to mitigate the on street parking, necessary parking areas should be provided
out of the roads. Provision of off-street parking facilities in required locations should
come in to action medium termly to cater the parking demand arising within the
western region. For this, Necessity of identifying the type of parking facilities e.g. Multi
storied car parks, mechanical car parks, roof top car parks etc. is needed through a
study. Estimated cost for this process is 40.38 Million USD and will be commenced short
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termly (between 6 months 3 years). Projected date of completion is 2 years from the
date of commencement.
Parking issue is also prevalent with respect to the three wheelers on roadways. To
mitigate this problem, identification of suitable locations for 3-wheel parking should be
done on immediate time scale. Cost of 0.01 Million USD has been allocated for the study
purposes in identifying suitable locations for the parking slots.
Apart for above, proper assessment should be done on intersection layout, bus stops
location and traffic management measures prior to implementation. Strict compliance of
parking restrictions should come in to action long termly after adequate facilities such
as off street parking slots are provided.
Responsible Agencies: Local Authorities/Traffic Police/RDA/CMC/Local

Authorities/UDA/NTC/WRMP
Following map depicts the land availability identified by the UDA with in the Western Region.
85
Figure 24: Land Availability within Western Region
86
Figure 25: Land Availability within CMC Region
87
7.3.3 Intersection Control
Intersection control will improve the turning movement capacity and the efficiency. This will
help to initiate signal synchronization of the area as well, which will reduce delays at
intersections, reduce conflict points and make intersections more safe for all road users and
efficient in processing the traffic flow Other measures such as public transit priority can also be
introduced with improved intersection control measures.
During the process of implementation, firstly, Minor improvements to signalized intersections

(capacity improvements) and signal timing updates can start immediately. Some field
inspections have already been done related to minor capacity improvements at selected
intersections. Estimated cost for the above process is 4 Million USD and the projected time
period is 1 year from the date of commencement. Parallel to capacity improvements, upgrading
signal lights system along with traffic flow detection and the development of Specifications for
all signal lights should come in to action immediately. Intersection Improvements are already
done under KOICA study recently. While upgrading the existing signal systems, installation of
new traffic signals at major intersections where necessary should come in to action short
termly. 20.69 Million USD of cost is estimated for the signal light upgrading process that will
take minimum of 1 year for the date of completion from the date of start. New installation
locations have been already identified by the RDA. In the next stage, Installation of Traffic
control centre with traffic flow detection (CCTV, Magnetic loop, Infar red) and real time traffic
management should support the above mentioned controls short termly. Projected project
duration is 2 years from the date of commencement and the estimated approximate cost for the
control centre is 15.43 Million USD. Installation of signal lights under same specifications is a
prerequisite. Civil engineering works will be under progress on roads to interconnect the signal
lights. Proceeding works can be listed as Synchronization of signal lights along main
corridors(Medium Term). For this improvement of intersections and installation of one type of
88
traffic lights, fibre optic network can be named as pre-requisites. Apart from above mentioned
costs 50 Million USD is estimated for the process of roadway and intersection widening and
reconstruction works. Projected time period for this action will be 2 years from the date of
commencement.
Action Plan
Minor improvements to signalized intersections and signal timing updates

Upgrading signal lights system along with traffic flow detection
Installation of new traffic signals at major intersections
Installation of Traffic control centre with traffic flow detection (CCTV, Magnetic loop,
Infar red) and real time traffic management
Synchronization of signal lights along main corridors
Responsible agencies: RDA/Police/CMC
7.3.4 Traffic Flow Management
Traffic flow management will enhance the mobility on corridors, reduction of congestion,
improvement in road safety and reduction of delay on roads. Demarcation of separate bus lane
and other separate lanes for different user groups such as bicycle can improve the traffic flow.
Travel time reductions of road users, reduced energy consumption and improved travel time
reliability can be listed as benefits gained through Traffic Flow Management. This will deliver
rapid, tangible and cost effective improvements targeting travel time variability and the most
extreme congestion incidents.Control traffic behaviour as it approaches the physical capacity of
the road system andcontrol of vehicle entry and circulation and pedestrian activity on roads.
During the process of Traffic Flow Management, converting two-way streets to one-way
operation where technically feasible should be done immediately. Roadway and intersection
widening and reconstructions should be progressed parallel to above to cater the demand and a
smooth flow of traffic. Studies should be carried out to identify the existing volume of traffic,
capacity of existing roads and land acquisition capacity. As another action Priority provision for
HOV (high occupancy vehicles) on separate lanes can be implement long termly.
Constructions of pedestrian walkways, Improvements of intersections, signal synchronization
are pre-requisites before accommodating separate provisions for HOVs. Overtaking facilities
must be provided time to time.Relocation of bus stops/pedestrian crossings to minimize
unnecessary conflicts and delays should come in to action immediately. Carryout safety audits/
89
conflict studies to support the implementations is a must. Reductions of Traffic Density closer to
Schools should be done medium termly. This can be accompanied by requesting to submit the
current traffic management plans and form a traffic management committee by city schools.
Estimated Approximate cost for the above project is 20 Million USD that will be mainly utilized
for the preliminary studies to be under taken. This project should be commenced immediately
(within 6 months) and the expected project duration is 1 year from the date of commencement.
Action Plan
Converting two-way streets to one-way operation

Roadway and intersection widening and reconstructions
Studies should be carried out to identify the existing volume of traffic, capacity of
existing roads and land acquisition capacity
Priority provision for HOV (high occupancy vehicles)
Constructions of pedestrian walkways, Improvements of intersections, signal
synchronization
Relocation of bus stops/pedestrian crossings
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Reductions of Traffic Density closer to Schools
for the preliminary studies to be under taken. This project should be commenced immediately
(within 6 months) and the expected project duration is 1 year from the date of commencement.
Responsible Agencies: CitySchools/WRMP/RDA/Police/CMC/UDA/Local Authorities
7.3.5 Road Pricing /Road pricing of entry roads to CBD
Road pricing discourage traffic entering into CBD and particular roadways during periods of
peak congestion. Tolls are generally fixed amount charged on a single roadway while congestion
pricing involves variable charges based on levels of congestion or time of day & can be charged
over a wide area rather than only a single roadway. Further, road pricing will directly affect the
households & the freight costs of firms and further impacting on volume of travel, consumption,
production of companies and ultimately on GNP (Gross National Product). Revenue generated
through Toll collections can be directed for maintenance of the road network in the particular
area. Road pricing will result in the reduction of unnecessary movements or trips done by
travellers. Moreover, this encourage shift of private vehicle users to alternative transport modes
such as public transport, carpooling etc. Non regular travellers may tend to use off peak hours
or other transit modes in entering to the CBD.
Road pricing strategy is a long term implementation as it requires number of pre requisites to
be met before hand. Identification of toll gates, Corridors needed to be controlled should be
done Long Termly. In order to price the roads, firstly, enhancement of adequate public transport
services and carpooling facilities are to be provided to the passengers. Proceeding actions can
91
be listed as electronic toll booths installation are needed in order to minimize the delay and
traffic impacts at toll gates. Parallel to this, Development of a Pricing Structure should be done
long termly. Beforehand, improve the facilities on park and ride for rail and RTS is a pre
requisite to be met.
Action Plan
Identification of toll gates locations (cordon for road pricing) orcorridors

Enhancement of adequate public transport services and carpooling facilities.
Electronic toll booths installation
Development of a Pricing Structure
for the preliminary studies to be under taken. This project should be commenced long termly
(after 5 years) and the expected project duration is 2 years from the date of commencement.
Responsible agencies: UDA/RDA/Local Authorities
7.3.6 Traffic Enforcement through CCTV monitoring
CCTV cameras installed at some key intersection points around Colombo CMC area, the fining
process is done manually by the police. Due to this many of the people who disobey the traffic
rules and regulations are hard to recognize and to act upon. Due to this prevailing situation the
introduction of the establishment of law enforcement with automated number plate recognition
and sending the fine to the registered owner of the vehicle will minimize the traffic law violation
in the roads. With time, this will result in a change in the attitudes of the people when using
92
roads thus by reduce the accidents enhancing the road discipline and ensuring the passenger
and vehicle safety. Not only for the surveillance purposes but this CCTV monitoring can be used
in the traffic flow management on roads.
Up to date there are 33 locations where CCTV cameras are already installed within CMC area
according to the police (figure 22). The process is to expand this CCTV installation all around the
Western Region immediately (refer appendix 02 for the list of identified location list by police).
Initially, the traffic violation detection through CCTV monitoring should be done both manually
and automatically where long termly manual process will be completely replaced by the
automated system. The paying of fines will be done in the usual way to the post office where in
the future this will be upgraded so that the commuter can see his violation online and the fine
can be paid online. And of the violator will not have a chance to skip paying the fine and because
at the license renewal or at a transfer a person with a due fine will be identified.
Action Plan
Expansion of the coverage by installing CCTV Cameras within Western Region

Initially, the traffic violation detection through CCTV monitoring should be done both
manually and automatically where long termly manual process will be completely
replaced by the automated system.
The paying of fines will be done in the usual way to the post office where in the future
this will be upgraded so that the commuter can see his violation online and the fine can
be paid online.
for the preliminary studies and for the implementation to be under taken. This project should
be commenced immediately (within 6 months) and the expected project duration is 1 year from
the date of commencement.
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Responsible Agencies: Police/RMV/UDA/RDA/CMC
Police CCTV Division -Existing CCTV

Locations
1 Kadirana Bridge
2 Mattakkuliya Rassamulla kanda
3 Thotalaga Bridge
4 Kalani Kandy Bridge
5 Hettiyawaththa Junction
6 Vivekananda Rd. Junction
7 Amour Bamour Junction
8 Orugodawatta Junction
9 NSA Roundabout
10 Ceramic Junction
11 In front of Fort Railway Station
12 In front of CTB Bus stand
13 Top of Police Welfare Building
14 Maradana Junction
15 dematagoda Junction
16 Kandasami Junction
17 Galle face Roundabout
18 Kollupitiya Junction
19 Liberty Roundabout
20 Flower Rd Junction
21 Town hole
22 Prison Junction
23 Nelumpokuna Roundabout
24 Borella Junction
25 Ayurweda Junction
26 Polduwa ( Parliament) Junction
27 Kanaththa Junction
28 In front Of BMICH ( Bouddhaloka
MV.)
29 Thummulla Junction
30 Bambalapitiya Junction
31 Narahenpita Junction
32 Highlewel Base line Junction
33 Wellawaththa William Junction
Figure 21: Existing CCTV camera Locations
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Figure 22: CCTV Camera Location for Law enforcement and Traffic Management
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7.4 Environmental Sustainability

7.4.1 Improve Facilities for Pedestrian
Walking is an essential mode of transport. New and improved pedestrian facilities enable
greater access and mobility within our communities. A pedestrian-friendly environment plays
an important role in encouraging walking as a mode of travel, and this has proven health and
environmental benefits. Pedestrian facilities or the lack of it is one of the major impediments
when it comes to promoting public transport uses, since the users are inconvenienced by the
lack of adequate facilities during the first/last mile of the journey. Therefore, under this
project, several projects will be initiated with providing better facilities for pedestrians.
Improvements are intended to enhance pedestrian access to transit service by aiding street
crossings and providing more amenities at bus stops, including landscapes, sidewalks, curb
extensions and ramps and improved street lightings. New and improved pedestrian facilities
promote walking and provide greater access and mobility within our communities. Providing
such facilities will result in increased pedestrian rates, improved pedestrian facilities along with
a list of accompanying factors such as safety, delay and directness. It will reduce carbon foot
print, reduce the road encroachments by vendors, increase the road capacity, enhance the safety
of pedestrians. On the other hand, this is a prerequisite for development of other transit
systems.
Action Plan
Under this project, it is proposed to provide appropriate vegetation/concrete cover &

adequate lighting along the roads. Provide street furniture and lighting according to the
classification category of roads also needs to be done.
It is proposed to improvethe quality of walk ways by providing continuous and
interconnected sidewalks accessible by everyone by designing it.Separate sidewalks
96
from the road way using suitable buffer, on street parking, by appropriate curb or by
landscaping between the sidewalk and the roadway will be implemented.
Pedestrians safety will be ensured at intersections through clearly marked crosswalks,
overhead bridges /underpass and fences.Pedestrian signals will also be provided to
increase the safety of pedestrians at the crosswalk.
Awareness programmes will be conducted on how to use pedestrian crossings at
signalized intersections. Provision of pedestrian facilities for disable people and
relocation of vendors from pedestrian areas to alternative locations has to be done
immediately to accommodate the above improvements.
The project will commence within the next one year, and will be carried out over a period of 2
years. The estimated cost of the project is 7.09 million USD.
Responsible Agencies: Local Authorities/ RDA/ UDA
7.4.2 Encouragement of Bicycle use and Introduction of Cycle/Motorcycle

paths
Usage of bicycles as a transport mode is very sustainable option that contributes in reducing
emission; reduce fuel cost and it is a healthy way totravelwhile reducing road congestion. Under
the Megapolis project in Western Region new cycle paths will be constructed to encourage
cycling. These paths will be connected to rail and bus terminals which are equipped with park
and ride facilities.Most people can walk or cycle, although many cannot use these modes for
transportation because they live in automobile-dependent areas. Programs that promote cycling
and walking for transportation can benefit lower-income people by increasing public
acceptance and support of non-motorized travel. This will result in shifts from driving to cycling
or walking which will reduce traffic congestion, road and parking facility costs and
environmental impacts, and increase community liveability and improved public health. Such
action on the other hand will reduce carbon Foot print and save fuel cost for individuals and for
97
the country. Upon provision of these facilities it will promote park and ride facilities at railway
stations.
Under this project, it is proposed to provide appropriate vegetation cover or paved area at
either side of the roads and provide separate lane for bicycle/Motor Cycle use. Mostly the canal
banks will be converted Bicycle/Motor cycle lanes.
Action Plan
Provision of appropriate vegetation cover or paved areas at either side of the roads
Provision of separate lane for bicycle/Motor Cycles along the canal banks
Proposed traces for bicycle and motorcycle paths are as follows.
Figure 23: Pedestrian & Cycling paths
Responsible Agencies: Local Authority/RDA/UDA

The feasibility study for this project is expected to cost approximately USD 1.42 million and will
be carried out over a period of two years.
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7.4.3 Reduction of vehicle emission
With the increase of air pollution in urban areas the requirement of controlling vehicle emission
has become an important requirement of the country. Since Western Province is highly
congested and polluted it is important to take necessary actions to reduce the vehicle emissions.
Under this project, the Western Region and Megapolis development plan will take the necessary
initiatives to provide solutions to these problems. Upon these interventions, it will result in
reducing transport costs, such as fuel bills and vehicle tax, by choosing vehicles that are more
environmentally friendly and using them more efficiently. Such initiatives will result in reduced
sickness absence, increased staff Retention and improved local air quality. This will improve the
public health especially in school children and help to reduce global warming.
Immediate actions will be taken to introduce higher quality fuel and catalytic convertorsfor
vehicles. The vehicle emission standards will be reviewed yearly.Analysis of past emission test
data is mandatory and hence, steps will be taken to conserve these test data. As another step,
initiatives will be taken to facilitate LNG use for three wheelers and taxies as a medium term
measure. Introduction of a monitoring system will be done immediately to maintain the laid
down standards.
Action Plan
Introduction of higher quality fuel and catalytic convertorsfor vehicles

Revision of vehicle emission standards yearly
Conservation of test data based on the analysis of past emission test data
Facilitate LNG use for three wheelers and taxies
Introduction of a monitoring systemto maintain the laid down standards
Identification of Environmentally Sustainable vehicles through test data analysis
Revision of taxations in order to discourage high level of emission vehicles
99
This project is scheduled to commence within the next 6 months to 3 years, spearheaded by the
Department of Motor Traffic and the Central Environmental Authority. The project is expected
to cost 0.71 million USD. It will be implemented over a period of one year.
7.4.4 Minimizing Fuel Usage
Currently a high portion of the countrys foreign exchange isspent on to fuel purchasing (US $
289 Million in 2015, nearly 17% of total imports). There exists the risk related to fuel price
fluctuations and uncertainty surrounding a future environmental policy. Therefore, this project
will encourage people to use more public transport, trip planning and create awareness on
requirements of minimizing of fuel usage. Upon these interventions, it is possible to manage the
risk related to fuel price fluctuations and uncertainty surrounding a future environmental
policy. These interventions will result in economic benefits achieved through less fuel usage,
less environmental impact due to less output of CO2, encourage more users for public transport
systems, gain economic benefits to the country and will reduce air pollution significantly.
Under this project, immediate actions will be taken to reduce taxes for electric and hybrid
vehicles while increase taxes for other cars. Initiatives will be taken immediately to discourage
vehicles having poor emission standards. Analysis of past emission test data will be used for
this. As a medium term measure, a policy will be introduced to remove poor conditioned
vehicles from the roads and measures will be taken to encourage walkways and bicycle users.
Action Plan
Reduce taxes for electric and hybrid vehicles while increase taxes for other cars
Introduction of Policies to remove poor conditioned vehicles
Encouragement of walkways and bicycles
Responsible agencies: RDA/Local Authorities/DMT
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7.4.5 Supply of Compressed Natural Gas (CNG) and Establish Electric

Charging Facilities for Buses and Other Vehicles
At present almost all busses and other vehicles in the Western Region Metropolitan area
consume diesel and petrol. This has caused high level of air pollution in the region posing
adverse impacts to the environment and to the human health. Use of CNG and electricity as a
source of fuel will reduce the pollution levels. There is an evidence of finding gas deposits in
Indian ocean within the Sri Lankan territory and can be utilized more effectively by converting
these vehicles in to CNG. This process will create healthy human life in the Western Province.
During the implementation process, first and fore mostly Identification of suitable locations to
store CNG is a prioritized need. Then next suitable locations should be identified for the gas
conversion process to be taken place. Charging centre locations should be identified parallel to
this. Moreover, purchasing necessary equipment and machinery and the technician trainings
should be conducted for a better implementation. In the process of delivering gas, a proper
network should be established and well maintained.
Action Plan
Identification of suitable locations to CNG storage

Identification of locations for the gas conversion process to be taken place
Identification of charging centre locations
Purchasing necessary equipment and machinery and the technician trainings
Establishment of a proper network for the delivery process of gases
The project is expected to be implemented within the next 3 years. It will be completed within 2
years of commencement.
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8. Implementation Plan
The Western Region Megapolis Planning Project will ensure a sustainable transport system
with higher mobility, connectivity and new transport mode choices for the commuters
enhancing a friendly and peaceful environment. The projects will be implemented in key
different areas namely: Transport Demand Management (TDM), Public Transport
Improvements (PTI), Road Infrastructure Development (RID) and Environment Sustainability
(ES). Improvement of transport policy is also an important requirement which needs to be
considered parallel to the implementation of identified projects.
Projects commencement period is identified under 4 stages namely immediately (within 6

Months), short term (6 months to 3 years), medium term (3 years to 5 years) and long term
(Beyond 5 years). The prerequisites for certain projects are also being identified in proposals
so that fulfilment of prerequisites will ensure the smooth implementation of new project and
acceptance of new projects by transport operators and users
.
Some short term projects may take medium to long term to complete the constructions and
commence operations. Project commencement period are listed as follows. The PID Ref.
Number is in reference to the projects identified in document Development Projects and
included in Appendix 04.
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8.1 Projects to be Commenced Immediately (within 6 months)
PID Ref. Project Estimated Project Remarks

Number Project Duration
Cost (US$
in Millions)
Traffic Demand Management
1.1.21 Traffic enforcement through CCTV 25 1 Year Need to develop the
monitoring policy documents
with regards to
enforcement through
CCTV camera
detection
1.1.16 Widening and Improvements of 4 1 Year
Intersections with signal timing
updates
1.1.20 Improvement of Traffic Flows 20 1 Year
based on Identified Interventions
1.1.13 Implementation of "Parking 0.28 6 months Extend to areas

Metering System" beyond the roads
implemented by CMC
1.1.12 Development of Parking 1 1 Year
management system, Pricing
mechanism, and enforcing time
limited parking
1.1.15 Provision of overflow parking 0.53 1 Year
facilities for long distance private
buses
1.1.12 Outsource the towing of 0.01 6 Months
unauthorized parking
1.1.12 Identification of three-wheel 0.01 6 Months
parking locations
1.1.29 Study on Flexible working hours 0.05 6 Months
and implementation
Public Transport Improvements
1.1.3 Feasibility Study of Rapid Transit 1.0 1 Year

for all identified lines.
Green Line (RTS1)

Yellow Line (RTS2)
Red Line (RTS3)
Purple Line (RTS4) Borella
Malabe
Pink Line (RTS5) Malabe
Kottawa
Olive Line (RTS6) Malabe
Kaduwela
Ash Line (RTS7)
103
1.1.1 Feasibility on Railway 1.1 1 Year Extend the ADB

Electrification& Modernization - funded feasibility up
Panadura Polgahawela Line (RL- to Polgahawela.
M1) Identification of park
and ride demands as
part of the Feasibility
1.1.4 Implementation of Inland Water 60 1 Year Feasibility and
Transport on: Detailed Designs
Available.
Wellawatta Battaramulla
Trace (IW1)
1.1.4 Feasibility Study on Inland Water 0.1 1 Year
Transport on:
Fort Union Place Trace

(IW2)
Mattakkuliya Hanwella
Trace (IW3)
1.1.28 Restructure of Public Bus Service 0.2 1 Year
1.1.23 Introduce New School Transport 1.42 1 Year Feasibility study and
Service formulation of policy
documents are to be
commenced
immediately
1.1.6 Expressway Construction: 992.2 5 Years Cost is provided only
for the section
Central Expressway included within the
Western Region
1.1.6 Expressway construction: 529.5 5 Years Cost is provided only
for the section
Ruwanpura Expressway included within the
Western Region
1.1.6 Detailed Design and 145 3 years
Implementation on Expressway
construction-:
Elevated road From New

Kelani Bridge to Colombo
Port
1.1.10 Feasibility Study of Road Capacity 0.5 1 Year
Improvements on:
Horana-Meerigama
Ja-ela-Meerigama
1.1.11 Feasibility Study of Missing Links 1.5 1 Year
on:
Marine Drive Extension

Baseline Extension
Duplication Road extension
1.1.5 Study on Expressway Capacity 0.1 1 year Introduction of ETC
Improvements- system, review
104
existing tolls, analyse

new demand on the
expressways
Environmental Sustainability
1.1.24 Provision of separate lanes of 1.42 2 Years
bicycles/motor cycles Feasibility
Study
8.2 Projects to be Commenced in Short Term (6 months 3 years)

Cost (US$
in Millions)
1.1.17 Upgrade signal lights at 20.69 1 Year Improvements of
Intersections Intersections is a
prerequisite for this
project
1.1.18 Development of a traffic control 15.43 2 Years Upgrading and
centre with real time traffic Synchronizing of
management traffic lights is a
prerequisite
1.1.20 Roadway and intersection widening 50 2 Years
and reconstruction
1.1.12 Provision of off street parking 40.38 2 Years
facilities
1.1.1 Implementation of Railway 1,190 4 Years
Electrification& Modernization:
Panadura Polgahawela
Line (RL-M1) 110km (cost
for 85km in Western
Province)
1.1.14 Modernization of Public Transport 431 2 Years Replacement of fleet
System in Western Region to start within 6
months
1.1.30 Improvement of Facilities at 230 2 Years
Suburban Interchange Bus
Terminals and Stands
1.1.32 Establishment of Transport 2 2 Years
Information Analysis and
dissemination Centre
1.1.2 Feasibility, Detailed Design and 309 3 Years Feasibility completed
Implementation of New Rail Lines: for the trace to be
extended for
Kottawa Horana Line (RL- Electrification
NR1) 22km
105
1.1.1 Feasibility Study of Railway 2.5 1 Year

Electrification& Modernization on:
Kelani Valley line (RL-M3)

Ragama Negombo line (RL-
M2)
Kelaniya Kosgama Freight
Line (RL-NR2)
1.1.1 Implementation of Railway 840 3 Years
Kelani Valley line (RL-M3)

60km
1.1.3 Detailed Design and 750 3 Years
Implementationof Rapid Transit
System on:
Green Line (RTS1) -15km

(Fort Kollupitiya-Bambalapitiya-
Borella-Union Place- Maradana)
System on:
Purple Line (RTS4) Borella

Malabe 10km
1.1.8 Detailed Designs and 200 2 years
Implementation of Multimodal
Transport Hub at Fort/Pettah
1.1.22 Development of IT based smart taxi 0.35 1 Year
service
1.1.9 Implementation of Road 345 3 Years
improvements to Existing Roads
Implementation:
Horana Meerigama Road

1.1.11 Detailed design and Implementation 40 3 Years
of Missing Links:
Baseline road Extension

of Missing Links:
Marine Drive extension

1.1.25 Right of way policy - Relocation of 0.07 2 Years
unauthorized People
Environmental Sustainability
1.1.19 Improvement of Pedestrian facilities 7.09 2 Years
1.1.27 Reduction of vehicle emission 0.71 1 Year
1.1.31 supply of Compressed Natural gas 220 2 Years
(CNG) and establish electric
charging facilities for buses and
106
other vehicles
8.3 Projects to be Commencedin Medium Term (3 5 years)

Number Project Cost Duration
(US$ in
Millions)
1.1.1 Implementation of Railway 364 2 Years
Ragama Negombo line (RL-

M2)
System on:
Yellow Line (RTS2)-11.5km

Fort- Maradana-
Mattakkuliya/Peliyagoda
System on:
Pink Line (RTS5) Malabe

Kottawa 9.6km
1.1.4 Detailed Design and 5 1 Year
Implementation Inland Water
Transport -
Fort Union Place Trace

(IW2)
Implementation Inland Water
Transport -
Mattakkuliya Hanwella
Line (IW3)
1.1.8 Development of Multimodal Centres 100 2 years
Kaduwela
Kadawatha
Kottawa
Horana
Panadura
Negombo
Gampaha
Ragama
Awissawella
Moratuwa
Meerigama
107

1.1.6 Feasibility Study of Expressway 1.0 1 Year
construction -:
Elevated highway from New Kelani
Bridge to Pore via Battaramulla
1.1.10 Road Capacity improvement 20 2 Years

Detailed design and
Implementation:
Ja-ela Divulapitiya Road

of Missing Links:
Duplication road extension
8.4 Projects to be Commenced Long Term (more than 5 years)

Cost (US$
in Millions)
1.1.30 Road pricing of entry roads to CBD 19 2 Years Public Transport
(Central Business District) Improvement in CBD
has to be completed
System on:
Red Line (RTS3) 10km-

Dematagoda-Borella-
Kirulapone-Havelock City-
Bambalapitiya
System on:
Olive Line (RTS6) Malabe -

Kaduwela 6km
System on:
Ash Line (RTS7) 13km Peliyagoda-
Kelaniya-Kiribathgoda-Mahara-
Kadawatha
108
1.1.2 Detained design and 420 3 years

Implementation of New Rail Line
on:
Kelaniya Kosgama Line

(RL-NR2) 30km
Implementation of Expressway
construction -:
Elevated highway from New

Kelani Bridge to Pore
Road Capacity improvement :
Negombo Divulapitiya-
Meerigama Road
The summary of the above investments identified by each sector for each commencement
period is shown below in Table 4.
Table 3: Financial Cost of Projects by Sector by Project Commencement Period
The summary costs show that the total project costs for the Megapolis study is 11.5 billion USD
which is similar in total to MoT/UoM total of 11.1 billion USD. The investment of the Megapolis
is spread across all modes with 67% is spent on public transport and 29% on road
infrastructure improvements. Out of the 67% on public transport, 31% is spent on RTS, 27%on
railway, 6% on bus modernization and rest spread across improvements of water transport,
multimodal transport facilities and para transit improvements. The investment proposed
reflects a public transport intensive development and development of multimodal network
development across the CMR along corridors and in between corridors as well.
109
9. Assessment of Transport Master Plan
9.1 Transport Demand Modelling and Analysis
The analysis of the transport master plan was achieved through a transport demand modelling
exercise. The JAICA STRADA model that was developed for the CoMTrans study was used with
its full capacity. The model is based on a traditional four step model which comprises trip
generation, trip distribution. Mode split and assignment. The same model has been used in the
previous master plan studies by both JAICA in the CoMTrans study and by MoT/UoM in the
masterplan review.
The mode choice component in this exercise is the most critical step, considering the study
been an analysis of people choosing the mode to travel with improvements to condition of
travel for private and public transport modes. While CoMTrans study has used the full model,
MoT/UoM have omitted the mode choice component. MoT/UoM have used fixed diversion
rates, 10% from cars, 30% from motor cycles and 20% from three wheelers to public transport
based when public transport is improved irrespective its speed, capacity of service quality in
the future. It reflects that people who will change in the above percentage when the new mode
is introduced will remain the same even when the speed or quality of service reduces. It is
practically inconsistent, as the delivery of service changes with increase of passengers and
change of speeds and people respond to the changes and make decisions in the future based on
such changes. The reason for using such rigid assumption was given as non-availability of
CUBE Voyager software which UoM claims was required to complete the mode choice
component. However, CUBE model was only required for editing the origin destination
matrices but not for mode choice modelling, therefore the mode choice model omission by
UoM in the analysis is questionable.
The demand forecasting using the STRADA model was completed under several project
scenarios for the analysis years 2020, 2025 and 2035. The key performance indices (KPI) were
developed and compared with a Do-Nothing Scenario (DNS) which included all ongoing
projects. The DNS was considered for each future year as the base case to identify the indirect
benefit for the economic analysis. DNS was also selected as the base case in MoT/UoM study
where it identified that it presents a good starting point to determine the best project although
DNS inflates the benefit since any intervention becomes a solution.It is vital that a master plans
study provides a solution for the entire analysis period. The key difference in the current study
is that selection of projects is based on providing transportation infrastructure supply for the
110
demand for travel. This is contrastingly different from MoT/UoM study where the analysis has
been based on economic analysis. The main report and the technical report does not have any
reference to detail demand for the transport network by different modes apart from aggregate
statistics such as passenger kms and passengers hour etc. Therefore demand by each mode by
sections cannot be compared between the two studies. The economic analysis was done to
evaluate the economic indications for the project scenarios selected. However, it should be
noted that the costs that are considered for the projects are based on aggregate costing such as
per km, which can have variations with the detail designs. A detailed economic and financial
analysis will be required at individual project feasibilities to ascertain the true economic
feasibility of the projects. .The completed details of technical and economic analysis are
provided in a separate document titles, Technical and Economic Analysis of Megapolis
Transport Plan. The following scenarios were analysed with different implementation
methodology of projects identified in the masterplan as outlined in Table 4.
Scenario 1: Do-Nothing Scenario (DNS) for Year 2020

Scenario 2: Case A (Project Case) for Year 2020
Scenario 4: Case A for Year 2025
Scenario 5: Case B (Project Case) for Year 2025
Scenario 6: Case C for Year 2025
Scenario 8: Case A for Year 2035
Scenario 9: Case B for Year 2035
Scenario 10: Case C for Year 2035
Scenario 11: Case D (Project Case) for Year 2035
Scenario 12: Case E for Year 2035
111
Table 4: Project Scenarios for Transport Demand Analysis
The summary of the STRADA modelling outputs for each of the scenarios outlined above is
provided in term of following parameters for measurement of KPI for the entire multimodal
transport system and performance across the CMR which consistent with the analysis of
Mot/UoM study.
Scenario Described in above

Total trips per day total estimated trips by each mode for each year in the CMR
o Total Public transport trips
o Total Car trips
o Total motor cycle (MC) trips
o Total three wheeler (3W) trips
o Total Truck Trips
Vehicle km per day - Total daily vehicle kms estimated to be made by each mode in
the CMR.
Passenger km per day Total number of passenger km estimated to be made per
day in the CMR.
Trip length the average trip length in km
112
Passenger hrs per day the total number of passenger hours spent in transport per
day in CMR.
Average speed- the Average speed by mode within the CMR.
Capital Cost- The capital costs of proposed interventions.
The system cost is the total estimated transport cost per year in the CMR made up
for the cost components.
o Vehicle Operating Costs Speed based operating costs for road based on
National Planning Department (NPD)5, Cost of LRT and railway from
CoMTrans study
o Value of Time Costs values determined by NPD in 1999 and updated and
used in Colombo Metropolitan Region Transport Master Plan (MoT/UoM
Study).
o Accident Costs - values determined by NPD in 1999 and updated and used
in Colombo Metropolitan Region Transport Master Plan (MoT/UoM Study).
o Emission Costs - values determined by NPD and updated and used in
Colombo Metropolitan Region Transport Master Plan (MoT/UoM Study).
Cost per passenger km The total system cost divided by the passenger km
travelled by all motorised modes providing the average cost of transporting one
passenger km.
The following scenarios were considered as project scenarios for future years 2020, 2025 and
2035 and were used for further analysis and detail demand outputs.
Scenario 2: Case A (Project Case) for Year 2020

Scenario 5: Case B (Project Case) for Year 2025
Scenario 11: Case D (Project Case) for Year 2035
The project Case D in year 2035 comprise all of the interventions and Case A in year 2020 and
Case B in year 2025 are intermediate level of completion of the project as outlined in the
master plan. The aggregate outputs of demand model for do nothing and project scenarios
are given in Table 5, while the complete list of outputs for all the scenarios are given in
Appendix 5.
5 National Planning Department (1999), Assessment of Capital Projects in Transport Sector, edited by Kumarage, Gunaruwan et al
113
Table 5: Aggregate Outputs of Demand Model for Project scenarios
114
9.1.1 Model Outputs for Project Case (Case A) for Year 2020
The demand model outputs for the project case A for year 2020 shows that the public
transport share in terms of trips within CMR would increase to 59% with the proposed
interventions. The share would be 61% in terms of passenger kms. The average door to door
public transport speeds will increase to 24 km/h and the private will increase to 37km/h. The
average trip length with reduce to 5.9km for all motorized vehicles, which is due to
distribution of population, employment and other services based on Megapolis structure plan
which shows an effective land use planning exercise.
The public transport passenger volumes by the 4 modes, bus, rail, RTS and water is shown in
Figure 26 while the complete set of maps is attached in Appendix 5.The maximum section
volume for rail with the electrification of Panadura Polgahawela line is estimated as 432,000
passengers per day between Ragama and Dematagoda which comes to around 23,000
passengers per hour per direction (pphpd). The section would have 3 tracks of which 2 tracks
could be used for peak direction. The maximum passenger demand for RTS with RTS 1 and
RTS4 been operational is estimated as 190,000 passengers per day at the section between
Punchi Borella and Hospital Junction which comes to around 8,500 pphpd. A total of 2.1
million passengers are expected to be carried by railway per day within CMR while RTS is to
carry 0.6 million passengers.
9.1.2 Model Outputs for Project Case (Case B) for Year 2025
The demand model outputs for the project case B for year 2025 shows that the public
transport share in terms of trips within CMR would be maintained at 59% with the proposed
interventions. The share would increase to 62% in terms of passenger kms. The average door
to door public transport speeds will increase further to 25 km/h and the private will reduce
slightly to 35 km/h. The average trip length will remain at 5.9km for all motorized vehicles.
Figure 27 while the complete set of maps is attached in Appendix 5. The maximum section
volume for rail with the all 248 km of railway electrification been completed is estimated as
539,000 passengers per day between Ragama and Dematagoda which comes to around 29,000
passengers per hour per direction (pphpd). The maximum passenger demand for RTS with
RTS 1 to RTS6 been operational is estimated as 333,000 passengers per day at the section
between Borella and Punchi Borella which comes to around 15,000 pphpd. A total of 2.7
115
million passengers are expected to be carried by railway per day within CMR while RTS is to
carry 2.1 million passengers.
9.1.3 Model Outputs for Project Case (Case D) for Year 2035
The demand model outputs for the project case B for year 2035 shows that the public
transport share in terms of trips within CMR would be maintained at 59% with the proposed
interventions. The share would also maintain at 62% in terms of passenger kms. The average
door to door public transport speeds will be maintained at 25 km/h and the private will
reduce further to 32 km/h which is still an acceptable service level. The average trip length
will remain at 5.9km for all motorized vehicles.
Figure 28 while the complete set of maps is attached in Appendix 5. The maximum section
volume for rail with the no additional improvements is estimated as 605,000 passengers per
day between Ragama and Dematagoda which comes to around 32,000 passengers per hour per
direction (pphpd) where a maximum capacity of 60,000 pphpd is available with 2 tracks
available for peak direction. The maximum passenger demand for RTS with additional RTS7
been operational is estimated as 499,000 passengers per day at the section between
Peliyagoda and Maradana with passengers on Kandy corridor been served with the RTS which
comes to around 27,000 pphpd. A total of 3.1 million passengers are expected to be carried by
railway per day within CMR while RTS is to carry 3.2 million passengers.
116
Figure 26: Public Transport Passenger Demand by Mode for Year 2020
117
118
119
9.2 Economic Analysis
An economic analysis was conducted for each phases of projects by taking Do Nothing Scenario
(DNA) as the base case for three different project scenarios comprised of different time
periods and project elements. The framework of the analysis is as follows;
Discount rate
A discount rate of 6% is considered to estimate the present value of benefits.
Project time periods

Three time periods and the respective project elements were considered in the economic
analysis. Each of them is comprised of a DNS and a Project Case. DNS reflects the status of the
transport system in terms of system costs in the absence of any intervention in the transport
infrastructure and service improvement. A project case represents a bundle of infrastructure
improvements planned for the respective year as outlines in Table 4 in section 9.1.
The report presents only three project cases, namely Project Case A in 2020, Case B in 2025
and Case D in 2035 against their respective DN scenarios. Benefits of the projects are derived
as cost savings from Vehicle Operating Costs (VOC), Value of Time (VOT) (travel time savings),
accident cost (ACC Cost), and Emission cost (EMM cost) in selected project cases against DN
scenarios for the respective time periods, 2020, 2025 and 2035.
The following equations were used to estimate the annual total system costs components both
in DN scenario and each project case.
Total VOC/km = Vehicle KM daily*317 days * VOC per km for each mode
VOT = Passenger hours (daily) * 317 days* VOT of each mode
Accident cost per vehicle km= Vehicle KM (daily) * 317*average accident costs of all modes
Emission costs = Vehicle KM (daily)*317*emission cost for each modes
The unit costs for VOC, VOT, Accident Cost and Emission cost were taken from Colombo
Metropolitan Region Transport Master Plan of Ministry of Internal Transport (2015) and are
shown in Table 6, Table 7 and Table 8.
120
Table 6: Operational Cost Estimates (Rs/hr, Rs/km)6
Table 7: Cost of Accidents (Rs)6
6 Colombo Metropolitan Region Transport Master Plan, Technical Appendix, MoT, 2015
121
Table 8: Cost of Air Emissions (Rs/km)6
The System costs were calculated for each scenario and the cost savings were identified as
shown in Table 9. In the calculation of yearly costs savings, 317 days were considered instead
of 365 days. It is primarily because transport modelling is for a typical weekday and travel
patterns during the weekend are considerably different. By considering reduced number of
days per year costs savings from each DN and Project case is also undervalued.
Table 9: Summary of Cost Savings for DNS and Project Cases
Capital costs of the projects comprises of three phases for each project year considered given
in Table 10.
Table 10: Capital Cost of Projects by Time Period
122
Benefit cost analysis is conducted for each project cases by taking the operating period up to
the next project case. For instance, the costs and benefits are discounted up to 2025, which the
benefit and the costs of project Case B in year 2025commence. This is primarily due to the fact
that costs savings (benefits) of project case B are accrued due to the implementation of project
case A. The same applies to project case D in 2035. The vehicle km growth rate and traffic
growth rate for the operating period is disregarded and however a growth factor of 2% for the
year 2020 to 2025 and a growth factor of 1% was applied to the period from 2025 to 2035.
The discount rate of 6% is applied in the calculation of present values of costs and benefits.
The output of the Benefit Cost Analysis is presented in the Table 11 below.
Table 11: Benefit Cost Analysis - NPV, EIRR and BC Ratio
For the Project Case A, considering an operation of 5 year period, the BC ratio is 1.32, however,
indicating a positive net present value of Rs 219 Billion. Economic Internal Rate of Return
(EIRR) is 10.9%, indicating that the project benefits exactly offsets costs (NPV = 0) at a
discount rate of 10.9%.
For the Project Case B for year 2025, considering a combine operation of 15 year period up
2035, the BC ratio is 3.41, however, indicating a positive net present value of 3,410 Billion at
Economic Internal Rate of Return (EIRR) of 17.6%.
123
For the all Project Case D for year 2035, considering a combine operation of 20 year period up
to 2040, the BC ratio is 4.49.6, however, indicating a positive net present value of 5,810 Billion
at Economic Internal Rate of Return (EIRR) of 17.9%.
In summary all the project cases are economically feasible and the completion of each project
phases in sequence results in net benefits to the transport system.
124
10.APPENDICES
Appendix 01: Immediate Interventions for Capacity Improvements

Strategy Major Activity Lead Partner
Agency Agency
A Minimizing effects A1 Shift Orugodawatta container yard and SLPA UDA
due to freight weighing place to the Colombo harbour.
vehicle movements A2 Container in and out from harbour should be SLPA Police
restrict to night time (in off peak)
A3 Introduce a dedicated lane for Container RDA CMC
traffic from Orugodawatta (Dry) Port to
Colombo Port
A4 Restrict the movement of container traffic Police SLPA
completely from Port to Orugodawatta
between 7 -9 am and 5 -7 pm to allow other
traffic to move
A5 Identify possible truck routes to Port from CMC RDA
City limits for all transport corridors
B Improving Road B1 One-way system in Colombo to be reviewed RDA Police
Network Capacity identify locations where system can be
expanded without affecting public transport
access
B2 Study the possibility of making Olcott Police CMC/
Mawatha and Basitian Mawatha one way such WPPTA
that all buses can circulate without having
right turns
B3 Study the possibility of making A3 and By Police/
pass road oneway at Wattala such that there RDA
will be no congestion due to turning of prime
movers
B4 Provide temporary opening to J.D. Fernando RDA/C Police
Mw. From Baseline Road between Welikada MC
prison and Base line railway line only for
peak hours
B5 Open BodhirajaMawatha for buses to come to UDA
125
Olcott Mw. Need to relocate the vendors

B6 Study the possibility of one way arrangement RDA
on Old Kottawa road and high level road,
from kottawa Junction to pannipitiya Fly over
B7 Construct the Malabe RDA
ChandrikaKumarathungaMawatha (starting
from SapumalUyana to Ambatale)
B8 Improve Torrington Avenue to attract traffic CMC
between BaudhalokaMawatha and
Thimbirigasyaya Road
C Improving Road C1 Allow three lanes on New Kelani Bridge from RDA
Link Capacity Peliyagoda up to Kelanitissa Power station
C2 Renovate Avissawella old road from RDA
Orugodawatta fly over to Orugodawatta
Junction
C3 Study the possibility of providing additional RDA
lanes on Baseline road over KunuEla by
providing separate bridge for pedestrians.
C4 Refurbished J. D. Fernando Mw., Siridamma CMC
Mw. & Annanda Rajakaruna Mw. From Bo-
tree to Siridamma Mw
C5 Widen Malay street, improve the road CMC
condition and provide safety fences for
Pedestrian paths
C6 Accelerate the rehabilitation of CMC
ColombageMawatha from Polhengoda
Junction to Nawala
C7 Widen the Bridge on Highlevel Road near RDA
Havelock City
C8 Widening the bridges from Ambatale Junction RDA
to KelaniMulla on Low Level Road
C9 Improve traffic circulation at Pamankada CMC RDA
Junction
C10 Widen bridges on Marine Drive and RDA
Duplication Road over KirulapanaEla
126
D Removal of D1 Identify and remove all bottlenecks between RDA

Bottlenecks Paliyagoda CKE Interchange and Kelaniya
D2 Improve the bus Bays located near RDA
Bandaranayake roundabout and close to
Kelanibridge on Baseline Road
D3 Identify and remove bottlenecks on Galle RDA DMMC
Road between William's Junction and Maliban
Junction
D4 Provide bus bays for bus stops on Srimavo CMC
BandaranayakeMawatha (opposite
Sugathadasa Stadium), Sumanathissa Mw.
(from Sangaraja Round abound to Igurukade
junction.)
D5 Allow U-turning facility for vehicles at RDA
Orugodawatta Junction, close to
LunawaDewalaya
E Improving E1 Coordinate traffic signals on Baseline Road RDA
Intersection between Park Road and Thimbirigasyaya
Capacity Road Junction after minor improvements to
road geometry an install traffic signal at
Koswatta Junction
E2 Revised signal timing at Baseline Road / High RDA
Level Road Junction after minor junction
improvement
E3 Improve turning facilities at Borellea Junction RDA
and revised signal timing
E4 Re activate traffic signal at Rajagiriya along RDA
with possible turn prohibitions to minimize
disruptions to through traffic on Sri
Jayewardenepura Road
E5 Install traffic signal at Koswatta Junction with RDA
minor Junction improvements
E6 Improve Jawatta Road / CMC
BouddhalokaMawatha intersection to
facilitate turning traffic
127
F Improve F1 Renovate the underpass at Sedawatta and RDA

Pedestrian provide street lighting system.
Facilities F2 Construct pedestrian overhead bridge close CMC
to BodhirajaMawathaPettah
F3 Renovate existing underpass for Pedestrians SLR CMC

adjacent to Chief Secretariat Railway station
F4 Improve pedestrian facilities on Galle Road RDA DMMC
between Williams Junction and
MalibanJunction
F5 Improve pedestrian facilities on Maradana CMC
Road closer to Maradana and PunchiBorella
areas
F6 Construct pedestrian overhead bridge for RDA
pedestrian crossing in-front of
AnulaVidyalaya, Nugegoda
G Road User G1 Provide directional information signs at all RDA
Information expressway entrances and exits indicating all
Systems close by destinations
G2 Provide directional signboards for places CMC
where drivers have to make decisions
regarding the route changes
H Improving Road H1 Construct Safety fences for Pedestrian path CMC
Safety from Fort Railway station to Gunasinhapura
Junction
H2 Lane markings for main roads in Western CMC RDA
Province and diamond shape warning
marking for pedestrian crossings, indication
of road signs and Bus route numbers to be
displayed in bus stops . Mark yellow t No
parking areas with yellow lines.
H3 Develop and maintain road accident database Police UOM,
with location identification facilities NCRS
H4 Develop data sharing mechanism among Police, Custom
Police Department, Commission of Motor DMT s
Traffic, Customs and National Identity Card
128
Office
H5 Review and adjust signal heads especially RDA, UOM

where arrow signal for turning is given along CMC
with pedestrian signals
H6 Upgrade data storage system for police Police
vehicles according to the modern technology.
I Emergency Access J1 Provide emergency vehicle turning facility RDA
between Borella cemetery and DMT office
J Minimizing K1 Re assign bus routes for different bus NTC
Congestion in terminals in Pettah until the proposed
Town Areas integrated transport terminal com into
operation
K2 Re align Kottawa Junction roundabout with RDA
traffic signal control
K3 Shift Maharagama Bus stand to Arpico land RDA /
and construct pedestrian overhead bridge to SLRC
railway station
P Parking P1 Clearly indicate no parking areas and strictly RDA CMC,D
Management enforce parking restrictions along all main MMC,SJ
roads MC
P2 Identify suitable places for three wheeler Police RDA
parking near junctions
P3 Identify suitable places for school van CMC DOE
parking within Colombo
P4 Appoint a separate team to remove the RDA /
breakdowns and unauthorized parking or CMC
blocking vehicles (towing)
129
Appendix 02: List of CCTV Camera Location for Law enforcement and Traffic
Management
Camera Type
Location Traffic Automated Total
Management Number Plate Camera
Law Recognition
enforcement (ANPR) / Law
& Surveillance Enforcement
1. HandalaHunupitiya Rd-Hekitta Rd Junction 03 03
2. HandalaHunupitiya Rd-Handala Rd Junction 03 03
3. Kadirana Bridge 03 03
4. Mattakkuliya form Rd.- Mattakkuliya church Rd junction 03 03
(Mattakkuliya)
5. Mattakkuliya form Rd.- Vystwyke Rd Junction ( 02 02
Mattakkuliya)
6. Mattakkuliyacenter Rd- St. Marys Rd junction 04 04
7. Mattakkuliya Church Rd- St. Marys Ln. junction 03 03
8. Mattakkuliya church Rd Fergusons Rd Junction ( 03 03
Mattakkuliya)
9. Modara St. Vystwyke Rd. Dr. S.D. Fernando Mv.Junction 03 03
(Mattakkuliya)
10. MattakkuliyaRassamullakanda 04 04 08
11. ModaraAluthMawatha. Sri PannanandaMv. junction 04 04
12. Modara St. Madampitiya Rd Junction 04 04
13. ModaraAluthMawatha -Madampitiya Rd Junction 04 04 08
14. ModaraMadampitiya Rd K. Cyril C. Perera Mv. Junction 04 04
15. Madampitiya Junction ( Madampitiya Rd.- 02 02
Jayanthamallimarachchi Rd)
16. Thotalaga Junction 04 04 08
17. Sedawatta Ambathale Rd. Nagalam St. Junction 03 03
18. Thotalaga Bridge 04 04
19. Nawaloka Roundabout 03 04 07
20. Negombo Colombo Rd-New Nuge Rd junction 04 03 07
21. Negombo Colombo Rd-Katunayake Expressway Junction 04 03 07
22. Negombo Colombo Rd-AvariwaththaHunupitiya Rd 05 03 08
junction
23. Negombo Colombo Rd-Hekitta Rd Junction 04 03 07
24. Negombo Colombo Rd-Church Rd Junction 03 02 05
25. Negombo Colombo Rd-Old Negombo RD Junction 04 04 08
26. Negombo Colombo Rd-Hunupitiya Railway Station Rd 04 04 08
Junction
27. Negombo Colombo Rd-Handala Rd Junction 03 02 05
28. Negombo Colombo Rd-MuthurajaMv Junction 03 02 05
29. Negombo Colombo Rd-Ragama Rd Junction ( Mahabage 04 04 08
130
Junction)
30. Kalani Kandy Bridge 07 04 11
31. Colombo Kandy Rd Biyagama Rd Junction 04 03 07
32. Colombo Kandy Rd New Nuge Rd Junction 04 03 07
33. Colombo Kandy Rd Station Rd Junction (Pattiya Junction) 04 03 07
34. Colombo Kandy Rd Wanawasala Rd Waragoda Rd 05 04 09
Junction
35. Colombo Kandy Rd Colombo Katunayake Expressway Junction 04 04 08
( Thorana Junction)
36. Colombo Kandy Rd Bulugaha Junction 04 03 07
37. Colombo Kandy Rd Tyre Corporation Junction ( Tyre 04 03 07
Junction)
38. Colombo Kandy Rd sarasaviMv Junction 03 02 05
39. Colombo Kandy Rd KiribathgodaHunupitiya Rd Junction ( 05 04 09
Hunupitiya Junction)
40. Colombo Kandy Rd Kiribathgoda Junction 04 04 08
41. Colombo Kandy Rd- JinadasaNandasenaMv junction 05 04 09
42. ModaraMuthuwellaMv St. James Street Junction 03 03
43. H. Joe Perera Mv- St James Street Junction 05 02 07
44. Walls Ln K. Cyril C. Perera Mv. Junction (Modara) 01 01
45. Ibbagewatta Junction 02 02
46. SirimavoBandaranayakeMv. 03 02 05
jayanthamallimaarachchiMv. Junction
47. Ingurukade Junction 04 05 09
48. Bandaranayake Roundabout 04 05 09
49. H. Joe Perera Mv. College Street Junction-Kotahena 03 03
50. Kotahena College Street Mayfield Rd Kotahena Street 06 06
Junction
51. KotahenaWasala Rd St Benadicts St. Bloemendhal Ln 03 03
Junction
52. Hettiyawaththa Junction 04 04 08
53. Opposite St. Anthonys Church - kotahena 04 03 07
54. K.B. Christie Perera Mv. New chatty St. Junction ( 02 02
Kotahena)
55. Kotahena roundabout 03 03 06
56. K.B. Christie Perera Mv. Goerge R. De Silva Mv. Junction 03 03 06
57. K.Cyril C. Perera Mv.-Arthur de silva Mv. Junction (Near 03 03
Sugathadasa Stadium )
58. Jethawana Rd. Parackrama Rd. Junction 03 02 05
59. Koswatta Junction ( Stace Rd St.Joseps St.- M. Vincent 04 03 07
pereraMv Junction)
60. Orugodawatta Junction 05 05 10
61. Awissawella Rd-Meetotamulla Rd Junction 04 04 08
62. Awissawella Rd-SangabothiMv Junction 03 02 05
63. Awissawella Rd-Kolonnawa Rd Junction 04 03 07
64. Awissawella Rd-Ambagaha Junction 03 03 06
65. Awissawella Rd-Manigamulla Rd Junction ( 03 02 05
mahabuthgamuwa Junction)
131
66. Awissawella Rd-Buthgamuwa Rd Junction ( Kotikawatta 04 04 08

Junction)
67. Awissawella Rd-Hospital Rd-Sri SumanaMv Junction 04 03 07
68. Awissawella Rd-SedawattaAmbatale Rd Junction 04 03 07
69. Sea beach Rd Sea Street St Anthonys Mv. 04 04
Roundabout- kotahena
70. Sea St. St. Pauls Mv. Junction 03 03
71. Vivekananda Rd. Junction 03 03
72. Mahroof Water tank Roundabout ( MahavidyalayaMv.- 04 03 07
MohomedzainMv. Hussainiya St. Junction)
73. MahavidyalayaMv.- sangamittaMv. Junction (Kotahena) 03 03
74. Amour Bamour Junction 05 05 10
75. Sri sumanathissaMv.- M. Vincent pereraMv. Junction ( 05 04 09
Amour Street Junction (Near Amour Street Police station)
76. Sea Beach Rd Market Street Junction 03 02 05
77. Gaspahahandiya (Gabos Ln. MohomedZainMv.Dam St.- 08 10 18
BodhirajaMv. - Main St. Junction)
78. Mohamed ZainMv- Saunders Pl- junction 04 04
79. Saunders Pl Dam Street Junction 06 06
80. Dam Street San Sebastian Street - peersaibo Street 05 05
Junction
81. Hulfsdorp street- Old Moor Street junction 05 05
82. Abdul jabborMv.- MJM LafeerMv- Quarry Rd Junction 05 05
83. Meeraniya Street Abdul Hameed Street Junction 05 05
84. Meeraniya Street- Sri SumanathissaMv Junction 04 04
85. In front Of R. premadasa Stadium ( Maligawatta Ln.- 01 01
Khettarama Rd. Junction)
86. Khettarama temple Rd- Maligawatta Rd (Colombo kandy 04 02 06
Rd) Junction
87. Ingram Junction 04 04 08
88. Jumma Mos. Junction ( Colombo Kandy Rd-Maligawatta 05 03 08
Rd-Jumma Mos. Rd. Junction Maligawatta)
89. Sri Sangaraja Junction Maligawatta 05 06 11
90. In front of Court Complex Aluthkade 06 04 10
91. MihiduMv. Halfdorp Street -San Sebastian Hill Junction 04 04
92. Technical Junction 05 04 09
93. OlcottMv-W E Bastian Mv Junction 04 03 07
94. Gunasinghapura Junction 05 04 09
95. Saunders Rd. Junction ( BodhirajaMv.- Saunders Pl. 04 04
Junction
96. BodhirajaMv- Bodhiraja Rd Junction 05 05
97. In front of CTB Bus stand- OlcottMv 03 03 06
98. Main St.-2nd Cross St. Junction 03 03 06
99. Khan Roundabout 04 06 10
100. In front of Fort Railway Station- OlcottMv 04 02 06
101. York Street-Sir Boren JayathilakeMv. Junction (Fort) 05 04 09
102. York Street-Chatham St.-Lover Chatham St. Junction 05 04 09
103. Chatham St.-JanadipathiMv. Junction 05 04 09
132
104. In front Of World Trade center 03 02 05

105. NSA Roundabout 05 04 09
106. Ceramic Junction 06 04 10
107. In Front of Slave Island Police station (Roundabout) 05 02 07
108. Telecom C.T.O. Junction 03 03
109. In front Of Lotus Tower -D.R. WijewardenaMv. Junction 03 03
110. D R WijewardanaMv. In front of Central Mail Exchange 03 03
111. Gamini Roundabout (T.B. jayahMv.-D.R. WijewardenaMv. 04 03 07
Junction
112. Maradana Junction 05 04 09
113. Maradana Junction (Ven. 04 03 07
BaddegamaWimalawansaTheroMv.-P.D.S. KularathnaMv.
Junction)
114. Panchokawatta Rd. JayanthaweerasekaraMv. Junction 04 03 07
115. Between Panchikawatta Rd(JayanthaweerasekaraMv.-Sri 03 04 07
Sangaraja Junction )
116. JayanthaweerasekaraMv- J A milton Perera Mv Junction 04 04
117. Dematagoda Junction 05 04 09
118. Dematagoda Rd.-Sri DhammaMv. Junction 02 02
119. Kandasami Junction 03 02 05
120. Baseline Rd Sri NigrodharamaMv. Junction 04 04
121. Ananda Mv-Sri dhammaMv. Junction 04 04
122. Welikada Prison Junction 04 03 07
123. Ananda RajakarunaMv.- Sri DhammaMv. Junction 03 02 05
124. Punchiborella Junction 05 04 09
125. Ananda college Junction 03 04 07
126. Galle face Roundabout 04 04 08
127. Sir MohomedMacan Marker Mv.-Sri UththaranandaMv. 04 04
Junction ( In front of Army Headquarters)
128. Justic Akbar Mv Junction- Church Street Junction 04 03 07
129. Slave Island Junction 06 06 12
130. Vauxhall Street Kew Rd Junction 04 03 07
131. Vauxhall Street-Dawson Street Junction 04 03 07
132. Dr. Colvin R. de silva Mv.- Dawson St. Junction 05 03 08
133. Ibbanwala Junction ( T.B. jayahMv.-Dr. Colvin R. de silva 05 05 10
Mv. Junction)
134. T.B. Jaya Mawatha Arnold Rathnayake Mv Junction 04 04 08
135. Arnold Rathnayake Mv- Ven. BaddegamaWimalawansaTheroMv 04 04 08
Junction( Maradana)
136. VenBaddegamaWimalawansaMv Nayana Hospital 04 04 08
Junction
137. Town Hole 08 10 18
138. In front Of General hospital -EW Perera Mv 03 03
139. Kynsey Rd EW Perera Mv Junction 05 03 08
140. Ward place -Kynsey Rd Junction 04 03 07
141. Ward place -Kynseypl Junction 03 02 05
142. Kynsey Rd Kynsey Place Junction 05 02 07
133
143. Kynsey place - Gunarathna Pradeepa Mv Junction 04 02 06

144. Borrella Cross Rd Gunarathna Pradeepa Mv Junction 05 03 08
145. In Front of lady Ridgeway Hospital Baseline Rd. 04 03 07
146. Borella Junction 07 05 12
147. Cotta Rd Tickell Rd Junction 03 02 05
148. Kollupitiya Junction 04 04 08
149. Liberty Roundabout 04 05 09
150. Flower Rd Junction 04 04 08
151. Rotunda Garden Sri UththarannadaMv- PereheraMv 05 05
Junction
152. Galle Rd- Rotunda Gardens Junction 04 04
153. Galle Rd.-St. Michaels Rd Junction Kollupitiya 04 03 07
154. NawanMv. Junction (Sir James pierisMv.-NawanMv. 03 03 06
Junction)
155. Sir James PierisMv.- Muttaia Rd Junction 04 03 07
156. Sir James pierisMv.-PeraheraMv Junction 03 02 05
157. Piththala Junction 04 04 08
158. Sri uththaranandaMv. Michaels Rd roundabout 04 04
159. Sri UtharanandaMv-NawanMv junction 04 04
160. Park Street Braybrooke place Roundabout 08 04 12
161. SrimathAnagarikaDharmapalaMv. Park St. Junction 04 03 07
162. WAD RamanayakeMv Hunupitiya Rd Junction 04 04
163. Galle Rd. Deal Place junction ( Between Bambalapitiya 03 04 07
Junction Kollupitiya )
164. Galle Rd Alfred House Gardens Junction (Between Bambalapitiya 03 04 07
Junction Kollupitiya )
165. Marine Drave- Aloe Avenue Junction 03 03 06
166. Marine Drive Lower Bagathale Rd Junction 04 03 07
167. R.A. De Mal Mv. Walukarama Rd. Junction 03 03 06
168. R.A. De Mal Mv.- Bagathale Rd Junction 03 03 06
169. RAD Mel Mv.- Inner Flower Rd Junction 05 04 09
170. Duplication Rd. Bulas Junction - R.A. De Mal Mv. 05 04 09
171. High level Rd Philip Gunawardana Rd Junction ( Near 04 03 07
Colombo University)
172. High level Rd prof. Stanley wijesundaraMv. Junction (Near 04 03 07
Colombo University)
173. Thummulla Junction 04 04 08
174. Bambalapitiya Junction 04 04 08
175. Bagathale Rd Thurstan Rd Junction 05 04 09
176. Cambridge Place RajakeeyaMv. Junction ( JOC Junction) 04 04 08
177. Flower Rd.-Inter Flower Rd. Junction ( Near Prime minister 03 02 05
Office)
178. Public Library Roundabout 05 04 09
179. Sir Marcus Fernando Mv.- Cambridge Place Junction ( In 04 03 07
front of Museum)
180. Sri Marcus Fernando Mv 04 03 07
SrimathAnagarikadharmapalaMv Junction
181. CWW Kannangara Mv-Independent Ave. Junction( In front 03 04 07
134
of NelumPokuna)
182. NelumPokuna Roundabout 05 05 10
183. Independent Ave. Roundabout 04 04 08
184. WijeramaMv. Dudley Senanayake Mv. Junction ( Wijerama 05 04 09
Junction)
185. RajakeeyaMv Philip gunawardanaMv Junction 04 03 07
186. Rosmeand place - WijeramaMv Junction 04 04 08
187. Barnes Place - WijeramaMv Junction 04 04 08
188. DuddleSennayakeMv- Maitland Crescent Mv Junction 04 04 08
189. DuddleSennayakeMv Kynsey Rd Junction 04 04 08
190. Mailland Place Mailland Crescent Junction 04 03 07
191. R A Senanayake Mv WijerathnaMv Junction 05 04 09
192. F R Senanayake Mv - CWW Kannangara Mv Junction 04 03 07
193. BoudhalokaMv.-Jawatta Rd. Junction 04 03 07
194. In front of Arcade Independent square BoudhalokaMv. 01 01
195. Independence Ave VidyaMawatha Junction ( Torrington 04 03 07
Square)
196. CRD colour light Junction 05 04 09
197. MalalasekaraMv Sarana Rd Junction ( Near BMICH) 03 03
198. BoudhalokaMv.- WijeramaMv. Junction 05 04 09
199. D.S. junction - Borella 05 04 09
200. Kanaththa Junction 05 05 10
201. In front Of BMICH ( Bouddhaloka MV.) 01 01
202. Devi Balika Junction ( Modenform) 05 05 10
203. Ayurweda Junction 06 05 11
204. Between RajagiriyaBorella Rd. Railway Crossing and 03 02 05
RuhunukalaMv. (Cotta Rd)
205. Sri Jayawardanapura Rd.- sarana Rd Junction 03 03 06
206. RajagiriyaBorella Rd- sarana Rd Junction 05 03 08
207. Welikada Junction 08 06 14
208. Sri JayawardanaPura Rd-BorrellaRajagiriya Rd-Diyawanna 04 02 06
Rd Junction
209. Sri Jayawardanapura Rd.- Royal Gardens Junction 03 02 05
210. Sri Jayawardanapura Rd.- Kotte Rd. Junction 1 03 02 05
211. Sri Jayawardanapura Rd.- Kotte Rd. Junction 2 03 02 05
212. Parlimant Junction (Polduwa Junction ) 04 04 08
213. Kaduwela Rd Sri subuthi Rd Junction 03 02 05
214. Battaramulla Junction 04 04 08
215. Parliament Rd Parliament Dr Junction 03 03
216. In front of Parliament Ground Junction ( 05 04 09
DenzilkobbekaduwaMv.-Parlimant Rd
217. Pelawatta Junction 05 04 09
218. PalanThunaHandiya 05 04 09
219. Galle Rd Abdul GaffoorMv Junction 04 03 07
220. Galle Rd Makaram Street Junction 04 03 07
221. Marine Drive Retreat Rd. Junction ( In front of holy 03 02 05
family Convent)
135
222. Marine Drive Wellawatta station Rd Junction ( 03 02 05

Wellawatta Railway Station )
223. Marine Drive- Ramakrishna Mv. Junction 03 03
224. Marine Drive Castle Ln Junction 04 04
225. Galle Rd.- Vajira Rd Junction 04 04 08
226. Galle Rd.- Dr Lester jamesperiesMv. junction 04 04 08
227. Galle Rd.- Lorenz Rd Junction 04 04 08
228. RA De Mel MawathaLorensz Rd Junction 05 04 09
229. Galle Rd.- W.A. Silva Mv. Junction 05 04 09
230. Galle Rd - Dhammarama Rd Junction 04 03 07
231. Galle Rd.- RudraMv. Junction 04 04 08
232. Galle Rd.- Ramakrishna Mv. Junction 04 04 08
233. Wellawaththa William Junction 04 04 08
234. Galle Rd.- Aththanayake Rd Junction 04 04 08
235. Galle Rd.- Waidya Rd Junction 04 04 08
236. Galle Rd.- Dehiwala Junction 08 06 14
237. Galle Rd.- Kawdana Rd Junction 04 04 08
238. Galle Rd.- Hotel Rd Junction 07 04 11
239. Galle Rd.- Watarappala Rd Junction 04 04 08
240. Galle Rd.- Station Rd Mount lavinia 04 04 08
241. Galle Rd.- Aththidiya Mount Lavinia Rd 04 04 08
242. R.A.De Mal Mv.- Vajira Rd Junction 05 04 09
243. R.A.De Mal Mv.- Dr Lester jamesperiesMv. junction 05 04 09
244. R.A.De Mal Mv.- Dhammaarama Rd. Junction ( Near St. 03 03 06
Peters College)
245. Havelock Rd- KeppetipolaMv Junction 03 03 06
246. Havelock Rd- Vajira Rd Junction 04 04 08
247. Havelock Rd-Thimbirigasyaya Junction 04 04 08
248. Havelock Rd-Dickman Rd Junction(Dr Lester James 05 04 09
PeriesMv)
249. Jawatta Rd - KeppetipolaMv Junction 03 03
250. Thimbirigasyaya Rd-FifeRd Junction 03 03
251. IsipathanaMv- FifeRd Junction 04 04
252. Havelock Rd- park Rd Junction 04 04 08
253. Park Rd- Park Place Junction 02 02
254. Maya Roundabout 04 04 08
255. Straford colour light junction 04 04 08
256. Highlewel Base line Junction 05 05 10
257. High-level Rd - Poorwarama Rd 04 04 08
258. High-level Rd Balapokuna Rd 04 03 07
259. High-level Rd In front of Anula College 03 04 07
260. High-level Rd In front Of St. Josephs girls School 03 04 07
261. High-level Rd Nugegoda Junction 05 04 09
262. High-level Rd St. Josephs Rd Junction 04 04 08
263. High-level Rd Gamsaba Junction 05 04 09
264. High-level Rd Delkanda Junction 05 04 09
136
265. High-level Rd Pathiragoda Rd Junction 03 03 06

266. High-level Rd Wijerama Junction 04 04 08
267. Parakumba Place Peterson Ln Junction 04 03 07
268. W.A.Silva Rd-Colombo Horana Rd Junction 04 04 08
269. W.A.Silva Rd-Hampden Ln Junction 03 02 05
270. Pamankada Junction - Colombo Horana Rd 04 04 08
271. Colombo Horana Rd-Balapokuna Rd Junction 03 02 05
272. Colombo Horana Rd-Sri Sunandarama Rd Junction 03 02 05
273. Colombo Horana Rd-Kohuwala Junction 05 05 10
274. Colombo Horana Rd-Green Path Junction 03 03 026
275. Colombo Horana Rd-Woodland Ave Junction 03 03 06
276. Colombo Horana Rd-Pepiliyana Rd Junction 05 04 09
277. Narahenpita Rd KirimandalaMv Junction 04 04 08
278. Narahenpita Rd Matha Rd Junction 03 03
279. Narahenpita Junction 05 05 10
280. ElvitigalaMv-Thimbirigasyaya Rd junction 05 04 09
281. Thimbirigasyaya Rd BernandSoysaMv Junction 04 03 07
282. Thimbirigasyaya Rd SamarasinghaMv Junction 04 03 07
283. ElvitigalaMv-Park Rd Junction ( in front of Lanka Hospital) 04 04 08
284. Polhengoda Junction( ElvitigalaMv-viaykumarathungaMv. 04 05 09
Junction)
Total 1139 790 1929
137
Appendix 03: RTS Route Formulation Method
Introduction
Under the Western Region Megapolis Planning Project it was set the top priority to mitigate
the existing traffic congestion in the region and to provide solutions to the traffic congestion to
be expected in future due to the future developments under Megapolis Planning Project. The
main concern under the project is the CBD (Central Business District) area which was specified
by the project where key developments are coming in. Going through the literature to find out
the possible interventions suggested that an elevated mode of transit is the best due to the
unavailability of lands and the very high costs of lands in this area. The other supporting
reasons for such a system is the aesthetic appearance, comfort, ease of access, not obstructing
the existing on road traffic and hence low travel time. Having these ideas in mind the
Transport Committee of Megapolis Planning Project followed the following methodology to
come up with the best RTS route to serve the existing and future demand.
Selection of Stations
In Colombo CBD map, major trip generation points (Residential areas, apartment buildings and
etc.), major trip attraction points (office complexes, schools, recreational facilities, transport
nodes, super markets and public places like hospitals and etc.) were marked on a map and the
possible major stations were selected within the walking distance (500m) of majority of these
trip attraction and generation points. The feasibility of setting up a station such as land
availability and security reasons were also considered. This way, the points where the new
RTS should go through were selected and marked on a map.
138
Figure Selected Possible RTS Stations
Selection of Routes
The routes where the RTS should follow connecting the identified nodes were selected on a
specific process. As proposed RTS is to go elevated, it is suggested to go along the center
median of the roads since the land acquisition can be minimized. First the possible connections
between the nodes along the existing roads that are possible to connect were identified and
their distances were noted down. Then a distance matrix was formed between the nodes. The
matrix is as follows (distances are in km);
Table Distance Matrix
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
1 2.41 2.8
2 2.41 1.48 1.61 2.42 2.25
3 2.8 1.48 1.81 3.38
4 1.61 1.16 1.63 2 1.15
5 2.42 1.16 0.72 1.75 2.6 1.82 1.44 2.52 1.03
6 2.25 1.81 1.63 0.72 2.33
7 2 1.75 3.74 1.56 0.79 0.79 1.51
8 3.38 2.6 2.3 3.74 2 1.29 2.15
9 2.05 2.18 1.79 2.43 1.58 1.88 0.76
10 1.82 1.56 2 2.05 2.22 1.4 0.68
11 1.29 2.22 1.34 2.19 2.25 2.24
12 1.34 0.81 0.77 1.6 0.53 3.5
13 2.19 0.81 1.05 4.2 3.15 1.43
14 0.77 1.05 2.14 3.86 2.25 2.11 1.2 1.03 2.39
15 2.18 1.4 2.25 1.6 2.14 1.3 2.15 2.05 1.8 1.9 1.4
16 2.24 0.53 1.3
17 1.79 3.5 4.2 3.86 2.15 1.11 1.64 2.16 1.6
18 1.11 1 1.19 1.89
19 2.43 3.15 2.25 2.05 1.64 1 0.63 1.65 1.7
20 2.11 1.8 0.63 1.04 2.09 1.75
21 1.2 1.9 1.04 2.5 2.07 1.28
22 2.16 1.19 2.09 2.5 1.23 3.45 1.7 2.44
23 1.89 1.65 1.75 2.07 1.23 2.31 2.38 1.23 1.92
24 1.03 1.28 3.45 2.31 2.39 0.79
25 1.7 2.38 1.48
26 2.44 1.23 2.39 1.48 1.7 1.25
27 1.43 2.39
28 1.15 1.44 0.79 1.35 1.51
29 2.52 0.79 1.58 1.35 0.54
30 1.88 1.51 0.54
31 1.03 1.51 2.15 0.68
32 1.92 0.79 1.7 1.6
33 1.25 1.6
34 0.76 1.4 1.6 1.7
139
The construction cost governs the feasibility of any project. Therefore, different aspects related
to the construction and implementation of the project need to be converted to a cost factor.
Higher the hardships to be undergone and time taken, higher the cost of the project and vice
versa.
Construction of columns for the elevated guideway has to be constructed on the center median
of the road. Not all roads have a center median and hence the widening of certain roads needs
to be carried out where land acquisition is required. This eventually increases the total cost of
guideway construction. On the other hand, certain road sections have sharp bends where again
the cost of construction is comparatively high. Then each of the above road links were assigned
a factor depending on the number of bends on the section, extent of land that needs to be
acquired (depending on the availability of center median) and other similar aspects.
For the project cost to be minimized, the cost of total guideway length has to be a minimum. It
should be pointed out that not always the minimum length gives the minimum cost. If the link
with the minimum length does not have a center median or have many sharp curves, the cost
of next available minimum length link will be less than that of the minimum length link.
Therefore, since we have to select the links with minimum cost, the link lengths were
converted to a cost dependent equivalent length by multiplying the length from a factor which
accounts the aforesaid issues (unavailability of center median, sharp curves) which affects the
cost.
Accordingly, each and every identified link was assigned a factor taking the length of
unavailability of center median and amount of sharp bends available along the link. The factor
matrix is as follows;
Table Factor Matrix
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
1 1.2 1.3
2 1.2 1.3 1.2 1.3 1.3
3 1.3 1.3 1 1.2
4 1.2 1 1.4 1.6 1.2
5 1.3 1 1 1.2 1.5 1.1 1.5 1.6 1
6 1.3 1 1.4 1 1.4
7 1.6 1.2 1.3 1.1 1.3 1 1.15
8 1.2 1.5 1.4 1.3 1 1 1.1
9 1.4 1.2 1.2 1.2 1.3 1.3 1.2
10 1.1 1.1 1 1.4 1.4 1.3 1.15
11 1 1.4 1 1.5 1.2 1.3
12 1 1 1.1 1.2 1 1.2
13 1.5 1 1.3 1.3 1.3 1
14 1.1 1.3 1.3 1.3 1.4 1.4 1.3 1.1 1.2
15 1.2 1.3 1.2 1.2 1.3 1.2 1.2 1.3 1.3 1.4 1.2
16 1.3 1 1.2
17 1.2 1.2 1.3 1.3 1.2 1.2 1.4 1.3 1.2
18 1.2 1.5 1.2 1.2
19 1.2 1.3 1.4 1.3 1.4 1.5 1.2 1.3 1.2
20 1.4 1.3 1.2 1.5 1.3 1.2
21 1.3 1.4 1.5 1.3 1.3 1.5
22 1.3 1.2 1.3 1.3 1.4 1.5 1 1.5
23 1.2 1.3 1.2 1.3 1.4 1.3 1.4 1.1 1.3
24 1.1 1.5 1.5 1.3 1.2 1
25 1 1.4 1.4
26 1.5 1.1 1.2 1.4 1.35 1.2
27 1 1.2
28 1.2 1.5 1.3 1.2 1.2
29 1.6 1 1.3 1.2 1.2
30 1.3 1.2 1.2 0
31 1 1.15 1.1 1.15
32 1.3 1 1.35 1
33 1.2 1
34 1.2 1.2 1.2 1.2
140
Then, the available lengths were multiplied by the related factor and another matrix is formed
where the cells represent the cost equivalent length between any two nodes. The final matrix
is as follows;
Table Final Matrix on factored lengths
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
1 2.892 3.64
2 2.892 1.924 1.932 3.146 2.925
3 3.64 1.924 1.81 4.056
4 1.932 1.16 2.282 3.2 1.38
5 3.146 1.16 0.72 2.1 3.9 2.002 2.16 4.032 1.03
6 2.925 1.81 2.282 0.72 3.262
7 3.2 2.1 4.862 1.716 1.027 0.79 1.737
8 4.056 3.9 3.22 4.862 2 1.29 2.365
9 2.87 2.616 2.148 2.916 2.054 2.444 0.912
10 2.002 1.716 2 2.87 3.108 1.82 0.782
11 1.29 3.108 1.34 3.285 2.7 2.912
12 1.34 0.81 0.847 1.92 0.53 4.2
13 3.285 0.81 1.365 5.46 4.095 1.43
14 0.847 1.365 2.782 5.018 3.15 2.954 1.56 1.133 2.868
15 2.616 1.82 2.7 1.92 2.782 1.56 2.58 2.665 2.34 2.66 1.68
16 2.912 0.53 1.56
17 2.148 4.2 5.46 5.018 2.58 1.332 2.296 2.808 1.92
18 1.332 1.5 1.428 2.268
19 2.916 4.095 3.15 2.665 2.296 1.5 0.756 2.145 2.04
20 2.954 2.34 0.756 1.56 2.717 2.1
21 1.56 2.66 1.56 3.25 2.691 1.92
22 2.808 1.428 2.717 3.25 1.722 5.175 1.7 3.66
23 2.268 2.145 2.1 2.691 1.722 3.003 3.332 1.353 2.496
24 1.133 1.92 5.175 3.003 2.868 0.79
25 1.7 3.332 2.072
26 3.66 1.353 2.868 2.072 2.295 1.5
27 1.43 2.868
28 1.38 2.16 1.027 1.62 1.812
29 4.032 0.79 2.054 1.62 0.648
30 2.444 1.812 0.648
31 1.03 1.737 2.365 0.782
32 2.496 0.79 2.295 1.6
33 1.5 1.6
34 0.912 1.68 1.92 2.04
In order for the cost to be a minimum, these nodes have to be connected with the links with
minimum possible costs. When these nodes are connected through a network through the
links with minimum possible length (cost) between two nodes and avoiding loops within
nodes. This is known as the minimum spanning tree. Using the above matrix, this minimum
spanning tree was developed for the identified possible RTS stations. A rough sketch of the
minimum spanning tree is as follows;
141
Figure Minimum Spanning Tree
RTS Network
From the minimum spanning tree, the RTS network was derived while giving due attention to
the construction and operational aspects. Special attention was given to the possibility of
creating loops and connecting links with other available transport modes such as railway and
bus transport. Accordingly, the following network was developed.
142
Figure Developed RTS Network
This network was then phased out to three phases and extended to Battaramulla, Malabe,
Kaduwela and Kottawa depending on the requirements of Megapolis structure plan, transport
plan and existing congestion situations. Therefore, the phase out and the extension are as
follows.
143
Figure Phased out and extended network to the outer core area
The identified lines are;
RTS in Central Business District (CBD)

Line 1 : Green Line
Line 2 : Orange Line
Line 3 : Red Line
RTS in Suburbs
Line 1 : Borella Malabe
Line 2 : Malabe Kaduwela
Line 3: Peliyagoda - Kadawatha
144
Appendix 04: Short PIDs
TRANSPORT
1.1.1 RAILWAY ELECTRIFICATION AND MODERNIZATION

Unavailability of a reliable, comfortable, time saving and safe mode of public transport system has caused the commuters to transfer to their private transport modes.
Under the Western Region Megapolis Plan, entire railway system within Western Province and beyond will be upgraded, electrified and modernized to provide a
quality and comfortable ride to passengers. This project will encourage the passengers shift to rail from other modes of transport. Passengers will get many benefits as;
cost saving from travel time, reduction of road accidents, reduction of environmental emissions, provide an improve choice of rail use, improved stations, station
access, quality of carriages and speed of travel and modernized ticketing.
Summary of the Project

Objectives
Location a) Polgahawela to Panadura (110 km)
b) Kelani Valley line
c) Negombo line with airport access
1. To increase the ridership by Rail
Required Land Area a) Land is available
2. To improve the quality, efficiency b) To be estimated and acquired
and reliability of rail transport c) To be estimated and acquired
system Present Situation Concepts have been approved in principle
Project Cost SLR 347,565 mn (US $ 2,397 mn)
3. To improve passenger facilities
Proposed Financing Foreign funding
Method
Project Components / Activities Method of Open competitive
Procurement
o Feasibility study
Employment About 2,000 Direct and indirect employment
o Improvement of tracks to facilitate electrification
o Resettlement and relocation Implementation Medium Term (2016-2020)
Period
o Upgrading the existing railway stations including ticketing system
o Upgrading the existing signal system Remarks: New trains are to be introduced for the system and existing
o Purchasing new trains trains operating within Western Province can be used for long distance
o Establishment of electronic train tracking system
services
145
1.1.2 CONSTRUCTION OF NEW ELECTRIFIED RAILWAY LINES

In the present situation, there exist some corridors where the passenger demand has exceeded the capacity of available public bus transport service. Therefore, under
the Western Region Megapolis Plan, new railway lines will be introduced to improve the connectivity by rail especially for high demand areas as Kottawa to Horana. In
addition, new railway line will be introduced from Avissawella to Peliyagoda to facilitate the freight transport and improve the connectivity for the proposed logistics
zone.
Objectives
Location a) Kottawa to Horana
b) Paliyagoda to Kosgama via Dompe
1. To improve the connectivity by Required Land Area To be identified
Railway Present Situation Concept Stage
Project Cost SLR 105,850 mn (US $ 730 mn)
2. To reduce road traffic congestion
Proposed Financing Foreign and local funding
3. To reduce the number of container Method
traffic on High Level and Low Level Method of Open competitive
roads Procurement
4. To increase the passenger and Employment More than 1500 direct employment and
2000 indirect employment
freight handling capacity by rail
Implementation Medium Term to Long term (2016/2020)
Period
Project Components / Activities

o Conducting the feasibility study for the identified two lines
o Detailed designs of tracks and railway stations
o Land acquisition and resettlements if required
o Construction of new railway tracks and stations
o Installation of signaling system and train tracking center
o Purchase new trains, loading/unloading equipment
146
1.1.3 COLOMBO RAPID TRANSIT SYSTEM (RTS) PROJECT

Within Colombo CBD area, the existing passenger demand in almost all the roads and in the existing public bus transport service has been surpassed. Therefore, the
traffic congestion in the core area is at the maximum. The new Rapid Transit System will be introduced in the Core Area of Western Region. It will introduce new transit
modes and will provide easy access to the major attractions in the system. It will ensure a higher quality ride for everyone in terms of cost, time and mobility. Introducing
new modes will help the rider to choose most appropriate mode of transport based on his trip purpose and hence will increase the modal shift towards the public
transportation reducing the traffic congestion significantly. All the major points in the core are will be connected by the new system.
Objectives Location CBD area & suburbs
1. To improve the connectivity and reduce Required Land Area

the travel time among main nodes in CBD Present Situation Concept Stage
Project Cost SLR 509,820 mn (US $ 3,516 mn)
2. To introduce new rapid transit modes in
Proposed Financing Foreign funding
CBD Method
3. To improve the transfer facilities for Method of Open competitive
passengers Procurement
4. Reduce the traffic congestion Employment About 2,000 direct and indirect
Implementation Short to Long term (2018/2030)
5. Increase the public transport ridership Period
6. Improve the quality of public transport Remarks: RTS mode/s will only be specified after the feasibility
study. Possible modes are elevated Monorail or elevated Light Rail.

o Feasibility study on identified traces
o Detailed designs of tracks, signaling systems, stations and yard
o Land acquisition
o Construction of tracks/beams, stations, yards, signaling systems and controlling systems
o Purchase new trains
147
1.1.4 IMPLEMENTATION OF NEW INLAND WATER TRANSPORT SYSTEM

Now there is no connecting mode in the East - West direction in the Colombo region while the existing road network transport the passengers radially from Colombo.
Therefore, it is proposed to introduce new transit mode of inland water transport from Wellawatte to Battaramulla using the water connectivity via Wellawatte Canal,
Kirulapone canal and Diyawannaoya. Comfortable air conditioned boats will provide a good ridership for passengers and reduce their travel time drastically. Day time
this can be used as a public transport mode and it can be used as Eco tourism at night. Second system will be on Beira Lake from Fort to Gangarama.

Objectives Location (a) Wellawatta to Battaramulla
(b) Fort to Union Place
(c) Mattakkuliya to Hanwella
1. To introduce a new transport mode
Required Land Area Has been identified and belongs to Land
2. Improve the accessibility and Reclamation Authority
connectivity Present Situation Feasibility study and detailed designs are
completed for Wellawatte to Battaramulla
3. To reduce the on road traffic Project Cost SLR 18,125 mn (US $ 125.1 mn)
congestion and travel time among Proposed Financing Foreign and local funding
the connecting locations Method
4. To promote as both public Method of Open competitive
transport and echo tourism mode Procurement
Employment 500 Direct and indirect employment
Implementation Medium term (2016/2020)
Period
Remarks: All the detailed designs are completed for the Wellawatte
Battaramulla section. Can commence the project once the canal is
dredged and cleaned.

o Clean and dredge the canal to suit the passenger service
o Constructing boat stations, yards and access paths
o Purchasing Boats
o Develop a regulatory mechanism
o Maintenance and operations
148
1.1.5 IMPROVEMENT OF EXPRESSWAY NETWORK

The existing expressways are only being utilized for long distance passenger transportation. Yet, some of the nearby major towns can be connected through routes
which runs through the expressways reducing the time to travel in between. The existing tolls have not been revised as per the changed demand over the past years
and a lot of congestion occurs sometimes at the exit toll gates due to the prevailing manual toll collection method. Therefore, under the Western Region Megapolis
Plan, vehicle operations on expressways are to be improved by changing the demand on expressways and improving the public transit operations.

Objectives
Location Western Province and connecting areas
through highways
Required Land Area N/A
1. Provide an efficient public transport
Present Situation Concept stage
system on expressway Project Cost SLR 14 mn (US $ 0.1 mn)
Proposed Financing Local funding Consolidated fund
2. Introduce electronic toll collection Method
system and reduce delays at toll Method of Government interventions. Main
Procurement responsible authority is RDA
gates Employment 100 employments
Implementation Short term (2016/2018)
3. Maintain a constant demand on Period
highway by revising the toll
4. Improve mobility on highways

o Analyse the new demand on the highways
o Review existing tolls
o Introduce electronic toll collection system
o Use real time information systems
o Redesign the public transport system on highways
149
1.1.6 CONSTRUCTION OF NEW EXPRESSWAYS

There are some stretches and corridors where there is a huge direct demand where the commuters need a high mobility. If this issue can be addressed, a lot of people
will save their valuable time and draw new investments. Under this project it will develop the road network providing high mobility and connectivity in urban areas.
Some of these expressways are elevated and some of them are at grade. It will reduce the travel time significantly between key areas.

Objectives Location a) Ruwanpura expressway
b) Central Expressway
c) New kelani bridge elevated road to
1. Provide high mobility between
Colombo Port and Fort area (CKE
urban and sub urban areas Extension)
2. Improve the capacity of these links d) Elevated road from New Kelani Bridge to
Pore via Battaramulla (New elevated urban
3. Improve the access time to expressway)
Colombo via Katunayake Required Land Area
Expressway Present Situation Feasibility study for Ruwanpura expressway and
CKE extension are almost completed
Project Cost SLR. 401,215 mn (US $ 2,767 mn)
Proposed Financing Local / Foreign funding Consolidated fund
Method
Method of Open competitive
Procurement
Employment Around 1000 direct or indirect employment
Implementation Short term to Long term (2016/2025)
Period
Remarks: Feasibility studies of New Kelani Bridge, port access road and
Kandy Expressway are already completed

o Carry out the feasibility studies for Kelani bridge to Pore elevated urban expressway
o Implementation of Ruwanpura expressway and CKE Extension
o Implementation of Kandy expressway
150
1.1.8 DEVELOPMENT OF MULTIMODAL TRANSPORT HUBS AND CENTERS

The poor connectivity between the available transport modes and unavailability of required facilities at transfer locations have caused a lot of problems and
inconveniences for the public. Under the Western Region Megapolis Plan, new Multimodal Transport Hubs will be developed to enhance the development of a diverse,
balanced, integrated transit service in many areas, people and freight transport. In addition, new transport hubs will co-ordinate the use of different modes with proper
integration for efficiency and cost effectiveness.
Objectives
Location Hubs : Fort/Pettah
Centers : Negombo, Kaduwela, Kottawa,
1. To improve the connectivity
Moratuwa, Panadura, Horana, Gampaha,
between different transport modes Ragama, Awissawella, Meerigama
in Western Province Required Land Area To be Estimated
2. To improve the passenger transfer Present Situation Multimodal Hubs are already being identified.
Concepts have been developed
facilities and quality of ride
3. To accommodate business,
Proposed Financing Public Private Partnership
accommodation and recreational Method
facilities
Method of Open Competitive
Procurement
Employment About 10,000 Direct and indirect employment
Implementation Medium term to Long Term (2018/2030)
Period
Remarks: Fort/Pettah feasibility has already been completed by Com
Trans project

o Feasibility study for multimodal transport hubs
o Identification of activities to be included in the hub 151
o Identification and acquisition of lands
o Resettlements if required
o Detailed designs preparation
o Implementation
1.1.9 IMPROVEMENT OF EXISTING ROADS

Apart from the traffic congestion, the low quality of roads has contributed towards the low capacity of certain road links which decreases the propagating speed of
the traffic and underutilize the capacity of the road network. Under this project it will develop road network providing high mobility in urban areas. It will improve the
surface conditions, shoulders, footwalls and drainage systems of roads. In addition, it will eliminate road bottlenecks and issues related to service lines, illegal
encroachments as well.

Objectives Location Western Province
Required Land Area To be estimated
1. To provide high mobility in urban areas Present Situation Concept stage has been approved by
principle. Can start the detailed designs
2. To improve the capacity of roads Project Cost SLR 50,025 mn (US $ 345 mn)
3. To improve the roads to maintain and
Proposed Financing
Method
Local / Foreign funding - Consolidated
average speed of 60 km/h between
urban centers Procurement
Employment Around 500 direct or indirect
employment
Period
Remarks: Needed road links are already being identified by RDA

o Develop the High Mobility road network connecting districts with an average speed of 60 km/h which has
developed by RDA for next 10 years
o Detailed designs to be done for identified networks
o Land acquisition
o Road improvements
152
1.1.10 HORANA-MEERIGAMA, NEGOMBO- MEERIGAMA AND JA-ELA DIVLAPITIYA ROAD

IMPROVEMENT PROJECT
Existing roads are two lane undivided with less capacity and low mobility. Therefore, this project will improve the existing roads by widening into 4 lanes with required
intersection improvements. These new roads will improve the connectivity between Kalutara and Gampaha Districts, airport access and facilitate the proposed
logistics zone as well. Extension of road links within the core area will ensure a better connectivity and reduction of traffic congestion on existing roads
Objectives Location Horana to Meerigama via Paddukka
and Kirindiwela
1. To improve the capacity of key roads in Negombo- Divulapitiya - Mirigama
Western Province Ja-Ela to Divulapitiya via Ekala and
Minuwangoda
2. To improve facilities for freight transport
Required Land Area To be Estimated
3. To improve the capacity of selected Present Situation Concept stage
roads Project Cost SLR 19,648 mn (US $ 135.5 mn)
4. To improve the mobility in core area
Method
5. To provide a better connectivity and Method of Open competitive
access speed to Katunayake Procurement
expressway using proposed new Kelani Employment Around 500 direct or indirect employment
bridge Implementation Short term (2016/2020)
Period

o Detailed designs of roads and intersections, pavement designs
o Land acquisition and resettlement if required
o Improvement of selected road links
153
1.1.11 MARINE DRIVE, DUPLICATION ROAD & BASELINE ROAD EXTENTION PROJECT
There are some missing road links, where if provided, a lot of people will be willing to use which in turn can reduce a lot of unnecessary traffic movements reducing the
congestion significantly. Therefore, identification of such missing links and improvement of selected sections of the existing road network as appropriate to the Western
Region Megapolis Plan will address this issue. This will improve the connectivity of existing main corridors.

Objectives
Location Marine Drive extension to Galle Face
and Dehiwala
1. Capacity improvement of key Baseline extension up to Maliban junction
Duplication road extension up to
roads in Western Province
Kalubowila hospital road
2. Improve facilities for freight Required Land Area To be estimated
transport Present Situation Concept stage
3. Improve the capacity of selected Project Cost SLR 10,223 mn (US $ 70.5 mn)
roads Proposed Financing Local funding Consolidated fund
Method
4. Improve the mobility in core area
Procurement
Employment Around 500 direct or indirect employment
Period
Remarks: Needs land acquisition

o Feasibility study to be carried out for these three projects
o Marine drive extension to Galle Face from Kollupitiya and to Dehiwela from Wellawatte
o Baseline road xtension up to Maliban junction
o Duplication road extension up to Kalubowila Hospital Road
154
1.1.12 DEVELOPMENT OF 0FF-STREET PARKING FACILITIES

Now, there is a lot of traffic congestion being created due to the unavailability of proper and enough parking facilities within Colombo. It has paved the path for
abrupt on street parking. Under the Western Region Megapolis Plan, a new Parking Management System is proposed as off-street parking facilities. The aim of parking
management is to reduce vehicle trips by controlling on-street parking, on the assumption that people will change modes or carpool. Required parking facilities will be
provided in identified locations as surface car parks, multi-storied parking buildings, mechanical car parks and roof top car parks as required.
Objectives Summary of the Project

Location CBD and suburbs
Required Land Area 3.85 Hectares
Present Situation Concept has been developed and lands
1. To improve the road capacity and flow have been identified by UDA
of traffic Project Cost SLR 6,000 mn (US $ 42 mn)
Proposed Financing Public Private Financing
2. To minimize unnecessary on street Method
parking for long hours
3. To reduce circulation time for searching Procurement
of parking facilities Employment/output Around 1000 Direct and indirect
employment
4. To ensure the safety of the vehicles
Implementation Short Term (2016 - 2018)
Period
Remarks: UDA has confirmed the availability of lands in 26 locations.
o Parking demand has to be identified

o Detail designs of parking building or parking lots for surface parking
o Construction of parking buildings and lots
155
1.1.13 INTRODUCTION OF PARKING METERS

Irregular and long time on-street parking are two of the significant factors which contribute towards the urban traffic congestion. Regularizing and minimizing this helps
to reduce this problem. Therefore, under the Western Region Megapolis Plan, introduction of parking meters for on-street parking was identified as a key requirement.
The aim of parking meters is to reduce vehicle trips by controlling on-street parking and make it more expensive, on the assumption that people will change modes or
carpool. This should be implemented only after providing an adequate amount of off street parking.

Location CBD
1. To regulate on-street parking Present Situation Concept has been developed and CMC has
started installing parking meters on several
2. To discourage on-street parking locations
gradually Project Cost SLR 40 mn (US $ 0.28mn)
3. To eliminate the traffic congestion Proposed Financing Public Private Financing
due to illegal and irregular on street Method
parking Method of Open competitive
Procurement
Employment/output Around 100 Direct employment
Implementation Medium Term (2017 - 2020)
Period
Remarks: Once adequate off street parking has been provided, on street
parking can be eliminated
o Identification of suitable locations

o Installing parking meters at the identified locations
o Develop regulatory and fining mechanisms
156
1.1.14 MODERNIZATION OF PUBLIC BUS TRANSPORT SYSTEM IN WESTERN REGION

The recent data shows a degrading trend of public transport usage while increasing the trend for private vehicle usage which has caused a lot of traffic problems at
present. We still have the route systems formulated for about 40 years ago which has caused a lot of inefficiencies. Therefore, public transport system development is
the main requirement to be achieved in reducing road congestion and environmental pollution. Reliable public transport system will always enhance the safety and
the comfort of the rider. Efficient transport system will reduce the stresses of commuters and the road rage. Productivity of employees can be increased drastically.

1. Mitigate the prevailing quality slump in Required Land Area To be estimated
public transportation Present Situation Conceptual stage
2. Introduce more comfortable buses for Proposed Financing Foreign funds, Consolidated fund
passengers Method
3. Attract many passengers for public Procurement
transport systems Employment 1000 Direct employee
4. Improve the quality and reliability of Implementation Medium term (2016/2020)
Period
bus service
5. This is a pre-requisite for electronic road
pricing of city entry points

o Change bus type to low floor A\C busses when replacing the existing buses to new ones
o Design and implement a control center to monitor busses through GPS and establish real time information
system about busses for the public
157
1.1.15 OVERFLOW PARKING FACILITY FOR LONG DISTANCE BUSSES ENTERING COLOMBO
Due to large number of long distance buses entering the city center daily and keep waiting for long hours for the return trips. At the moment, there is no such proper
place for these busses to wait compelling them to park them at random places. Hence Pettah and surrounding areas get congested during the day time. It is required
to provide parking facilities for buses in Pettah or nearby areas to overcome this issue. Further better facilities must be provided for bus crew in the identified areas.

Location Fort/Pettah
1. Reduce the congestion in Pettah Required Land Area To be estimated
Present Situation Concept has been developed
and surrounding area due to bus
Project Cost SLR 75 mn (US $ 0.50 mn)
parking
Proposed Financing Public Private Financing
2. Provide more facilities for long Method
distance buses and crew
Procurement
Employment/output Around 100 Direct and indirect employment
Implementation Short Term (2016 - 2018)
Period
o Identification of suitable locations

o Carryout the detailed design and specify a regulatory mechanism
o Traffic impact assessment
o Revision of bus schedules to minimize waiting
o Project implementation
158
1.1.16 WIDENING AND IMPROVEMENTS OF INTERSECTIONS IN COLOMBO

The limited capacities of the existing intersections, due to the geometric and other conditions, have limited the efficiency of traffic management. Widening and
improvements at some intersections will improve the turning movement capacity and the efficiency. This will help to initiate signal synchronization of the area as well.

1. To facilitate the prerequisite for signal Present Situation Conceptual stage
synchronization & IT based traffic Project Cost SLR 500 mn (US $ 4 mn)
management Proposed Financing External source, Consolidated fund
Method
2. To improve capacity of intersections Method of Open competitive
Procurement
Employment 100 employments
Period
Remarks: Locations are already Identified by KOICA .

o Identify the intersections to be improved
o Conduct a study on turning movement counts at intersections
o Detailed designs of intersections
o Construction of intersections
159
1.1.17 UPGRADE SIGNAL LIGHTS AT INTERSECTIONS
Due to the unavailability of real time traffic detection and absence of synchronization of signal lights within the area, a considerable amount of time being wasted on
roads. This project will improve the travel time of riders, energy consumption and quality of ride by reducing the intersection delays for riders. Real time traffic
management measures will be introduced which will control the intersections, incident management and avoid illegal parking near intersection areas.
Summary of t h e P r o j e c td
Objectives Location Central Business District (CBD), Fringe Area
1. To reduce congestion through real time Present Situation Conceptual stage
traffic management Project Cost SLR 3,000 mn (UD $ 20.7 mn)
Proposed Financing Consolidated funds
2. To improve management of Method
incident/accident at intersections Method of Open competitive
Procurement
3. To Improve the intersection capacities Employment Around 250 direct and indirect employments
Implementation Medium term
Period
Remarks: Intersections and geometries have been identified by KOICA
study and system requirements to be provided

o Develop guidelines of standards for future signal lights synchronizing
o Re install necessary signal lights which has specified standards
o Operation and maintenance of signal lights
160
1.1.18 IT BASED SMART TRAFFIC MANAGEMENT SYSTEM

Due to the unavailability of a control center for the traffic management of entire western province, the sudden incidents concentrated to certain areas affects the
traffic on roads significantly by managing all the real time traffic flows in the entire Western Province at once. Traffic flow management will enhance the mobility on
corridors, reduction of congestion, improvement in road safety and reduction of delay on roads. The roads users will have access to a real time information system on
the prevailing traffic conditions on roads through their smart phones.
Summary of the project

Objectives Location Colombo Municipal Council and Kotte
Urban Council
Required Land Area 0.3 Hectares
1. To Reduce traffic congestion
Present Situation Conceptual stage
2. To improve vehicle & passenger Project Cost SLR 2,175 mn (US $ 15.4 mn)
safety Proposed Financing Foreign funding
Method
3. To improve the travel time of different Method of Open competitive
road users such as public transport Procurement
users and private transport users Employment Around 200 direct and indirect employments
Period

o Installation of loop detectors/flow detection cameras at required locations
o Incorporate CCTV cameras purchased and installed under project No. 3.21 for traffic flow detection
o Design and installation of signal lights synchronization system (including civil works)
o Formulate policy document with department of motor traffic, police and other relevant parties on sending
charges for road rule violators
o Establishment of a control and monitoring center
161
1.1.19 IMPROVEMENT OF PEDESTRIAN FACILITIES

The existing pedestrian facilities in the urban areas are very poor despite the high pedestrian movements. Providing attracti ve, comfortable and safe pedestrian
facilities will attract a lot of people to use them to fulfill their short distance trips rather than going for taxies. Under this project, Improvements are intended to enhance
pedestrian access to transit service by aiding street crossings and providing more amenities at bus stops, including landscapes, sidewalks, curb extensions and ramps
and improved street lightings. New and improved pedestrian facilities promote walking and provide greater access and mobility within our communities

Location CBD area
1. Enhance pedestrian access to transit
Present Situation Some pedestrian walkways are already
service completed. Remaining areas to be
2. Pedestrian safety and convenience constructed
3. Promote walking Proposed Financing Local funding Consolidated fund
Method
4. Improve road discipline
5. Improve road capacity by providing Procurement
a separate walkway for pedestrians Employment Around 1000 direct and indirect
employment
Period
Remarks: Needs land acquisition
o Provide appropriate vegetation/concrete cover & adequate lighting along the roads
o Improve the quality of walk ways by providing continuous and interconnected sidewalks accessible by
everyone by designing it
o Separate sidewalks from the road way using suitable buffer, on street parking, by appropriate curb or by
landscaping between the sidewalk and the roadway
o Ensure safety of pedestrians at intersections through clearly marked crosswalks, overhead bridges /underpass
and fences
162
1.1.20 IMPROVEMENT OF TRAFFIC FLOW BASED ON IDENTIFIED INTERVENTIONS

Issues concentrated into certain areas affects the traffic condition of comparatively a large area. Traffic flow management through physical interventions and
enforcement are identified to relieve the traffic congestion significantly. Here the carefully identified interventions by experts and required enforcements through
police are to be implemented.

Required Land Area Not required
1. To reduce the existing traffic Present Situation Required interventions have been identified
(Annex B)
congestion through physical
Project Cost SLR 10,000 mn(US $ 70 mn)
interventions
Proposed Financing External source, Consolidated fund
2. To reduce the existing traffic Method
congestion through law enforcement Method of Open competitive
Procurement
strategies
Employment 150 Direct employees
Period

o Prioritize the identified interventions (refer Annex No.5)
o Implementation of the prioritized interventions
163
1.1.21 LEGAL ENFORCEMENT OF TRAFFIC LAW VIOLATIONS THROUGH CCTV MONITORING

In the existing situation, law enforcement is only possible in the presence of law enforcement officers. Yet, traffic flow management through law enforcement is
regarded as one of the most efficient and direct methods to control the traffic congestion, violations and safety. This CCTV real time monitoring and fining system over
a large area has to be implemented without the presence of police officers on site.
1. To make sure there are less or no Present Situation Required intervention has been identified
traffic violations within the considered
Proposed Financing External source, Consolidated fund
area
Method
2. Reduce the congestion through Method of Open competitive
enforced driver discipline Procurement
Employment 75 direct employees
3. Safety assurance by eliminating the Implementation Medium term (2016/2020)
violations Period

o Identification of locations where cameras to be installed
o Purchase and Installation of CCTV cameras at required locations
o Install red running detection cameras at selected intersections
o Development of policies to enable real time fining
o Identify and propose a regulatory mechanism for the system
164
1.1.22 IMPROVEMENT OF TAXI TRANSPORT SERVICE

Absence of a proper regulatory mechanism and an authority for management purposes of taxies in the country has paved the path for many social and traffic
problems. Yet, taxies are a part of a functioning community and it provides door to door service to the general public as a para transit mode. Numbers of taxies
operating on roads have been increasing without any control and it had led to many social and traffic issues in the country. Controlling and regulating these taxi
services can solve these issues successfully.

Objectives
Location Western Province
1. Reduce the urban traffic congestion Present Situation Conceptual stage
2. Implement a reliable taxi transport Project Cost SLR 50 mn (US $ 0.30 mn)
Proposed Financing Consolidated fund
service which ensures the safety
Method
3. Implement a quality and comfortable Method of Open competitive
taxi transport service Procurement
Employment 100 direct employments
Period

o Introduce a common identification system for all taxies
o Promote and supply adequate parking space for taxies at major transit node
o Use internet to find taxi locations, contact numbers, use GPS tracking systems etc.
o Develop a regulatory authority and policy document for taxi operations
o Register all the taxies under the regulator
165
1.1.23 INTRODUCE NEW SCHOOL TRANSPORT SERVICE (CONSULTANCY)

The existing school transport service is not enough to meet the demand and not up to the required standards by upper middle c lass of the society. As a result, majority
of school children are coming by private vehicles and that consists a significant portion of the morning peak traffic. Changing this traffic to a few reliable and quality
school transport service vehicles which operates from home to school can relieve the traffic congestion significantly.
1. Reduce the urban traffic congestion Present Situation Conceptual stage
Project Cost SLR 200 mn (US $ 1.30 mn )
2. Implement a reliable school transport Proposed Financing Private Public Partnership
service which ensures the safety and Method
well-being of children Method of Open competitive
Procurement
3. Implement a quality and comfortable
Employment 100 direct employments
transport service for the children
4. Ensure the safety of school children Period
Remarks: NTC is operating Sisuseriya in selected areas only. However
this is not a Home Based service

o Form regulatory mechanism for school services (Operational guidelines including, seating c
driver/assistant registration, vehicle fitness, maximum travel time)
o Establish new bus companies, purchase new air conditioned buses and install GPS systems
busses
o Form a separate company/s to operate school services in parallel to existing public schoo
provide door to door higher quality service with air condition, monitoring and reliability)
o Improve the reliability and extend the services of existing public school buses (Sisuseriya p
continued as it is in identified routes by NTC. It can be further improved)
166
1.1.24 ENCOURAGEMENT OF BICYCLE USE AND FEASIBILITY STUDY ON CYCLE AND MOTORCYCLE
PATHS
Usage of bicycles as a transport mode is very sustainable, reducing emission; reduce fuel cost and healthy mode of transport and can reduce a lot of traffic
congestion. Under the Megapolis project in Western Region new cycle paths will be constructed to encourage cycling. These paths will be connected to rail and bus
terminals which are equipped with park and ride facilities.
Objectives Location CBD area
1. Promote cycling Present Situation Concept stage
Project Cost SLR 200 mn (US $ 1.30 mn)
2. Reduce on road traffic congestion Proposed Financing Local funding Consolidated fund
3. Encourage people to cycle to railway Method
or bus terminal and use park and ride Method of Open competitive
Procurement
facilities.
Employment Around 500 direct and indirect
4. Reduce fuel usage by motorized employment
vehicles Implementation Short term (2016/2020)
Period

o Provide appropriate vegetation cover or paved area at either side of the roads
o Provide separate lane for bicycle uses. In suburban to rural areas it can be checked that the center
median can be converted into a bicycle path
o Feasibility study on new cycle paths in CBD
o Project implementation
167
1.1.25 POLICY ON USE OF ROAD/RAIL RIGHT OF WAY

Each and every Road / Rail has its demarcated boundaries and most of them acquired by unauthorized people. It makes inconvenience as well as the congestion
within the cities. Due to poor policies in land acquisition, road projects get delayed unnecessarily. Under this project, a policy will be developed by professionals in the
field to avoid such circumstances in the future projects.

1. Develop a policy on maintaining right Present Situation Concept stage
of way for roads and railway Project Cost SLR. 10 mn (US $ 0.07 mn)
2. Ensure the land availability and less Method
friction in land acquisition in the future Method of Open competitive
Procurement
3. Make clear paths for land acquisition
Employment
for long term project proposals Implementation Short term (2016/2018)
Period

o Strict restrictions apply and demarcate road right of way lands
o Relocate people who unauthorized acquires and provide adequate space for pedestrians
o Develop a policy document on maintaining right of way for roads and rail and future land acquisition for
development projects.
o Public awareness and discussions with communities and investors
168
1.1.26 MINIMIZE FUEL USAGE POLICY

Currently the biggest portion of the GDP is dedicated to buy fuel. There exists the risk related to fuel price fluctuations and uncertainty surrounding a future
environmental policy. Therefore, this project will encourage people to use more public transport, trip planning and create awareness on requirements of minimizing of
fuel usage.
1. Economic benefits achieving Present Situation
Project Cost
Concept stage
SLR 50 mn (UD $ 0.3mn)
through less fuel usage.
2. Less environmental impact due to Method
low output of CO2, lead and CO. Method of Open competitive
Procurement
3. Encourage more users for public Employment Around 80 direct and indirect employment
transport systems. will be generated
4. Reduce air pollution
Period

o Reduce taxes for electric and hybrid vehicles while increase taxes for other cars
o Discourage vehicles having poor emission standards
o Introduce a policy to remove poor conditioned vehicles from the roads
o Encourage walkways and bicycle users
169
1.1.27 REDUCE VEHICLE EMISSION

With the increase of air pollution in urban areas the requirement of controlling of vehicle emission has become an important requirement of the country. Since Western
Province is highly congested and polluted it is important to take necessary actions to reduce the vehicle emissions. Under this project, the Western Region and
Megapolis Plan will take the necessary initiatives to provide solutions to these problems.
1. To avoid climate change Present Situation
Project Cost
Concept stage
SLR 100 mn (US $ 0.7 mn)
2. Reduce air pollution Proposed Financing Local funding Consolidated fund
Method
3. To preserve public health
Procurement
Employment Around 200 direct and indirect employment
Period

o Introduction of higher quality fuel and catalytic converters for vehicles
o Facilitate Liquefied Natural Gas (LNG) use for three wheelers and taxies
o Introduce monitoring system
o The vehicle emission standards to be reviewed yearly
170
1.1.28 RESTRUCTURE OF PUBLIC BUS TRANSPORT IN WESTERN REGION (CONSULTANCY)

The recent data shows a degrading trend of public transport usage while increasing the trend for private vehicle usage which has caused a lot of traffic problems at
present. We still have the route systems formulated for about 40 years ago which has caused a lot of inefficiencies. Therefore, public transport system development is
the main requirement to be achieved in reducing road congestion and environmental pollution. Reliable public transport system will always enhance the safety and
the comfort of the rider. Efficient transport system will reduce the stresses of commuters and the road rage. Productivity of employees can be increased drastically.

1. Mitigate the prevailing quality slump in Required Land Area To be estimated
public transportation Present Situation Conceptual stage
2. Introduce more comfortable buses for Project Cost SLR 4000mn (US $ 28 mn)
Proposed Financing Foreign funds , Consolidated fund
passengers
Method
3. Attract many passengers for public Method of Open competitive
transport systems Procurement
Employment 1000 Direct employee
4. Improve the quality and reliability of Implementation Medium term (2016/2020)
bus service Period
5. This is a pre-request for electronic road
pricing of city entry points

o Change bus type to low floor A\C busses when replacing the existing buses to new ones
o Design and implement a control center to monitor busses through GPS and establish real time information
system about busses for the public
171
1.1.29 STUDY ON INTRODUCTION OF FLEXIBLE AND STAGGERING WORKING HOURS (CONSULTANCY)

Since all public and private institutions and organizations are following more or less the same time schedule to start and end their work, the peak hours are generated
where the existing traffic congestion is unbearable. In order to mitigate this, flexible work and staggering work hours can be introduced to public and private
organizations in the Western Region. By flexible work hours and staggering work hours different organizations can change their starting times and let employees to
choose their arrival and departure time which will help to dilute the heavy peak hour traffic in the morning and in the evening.

Objectives Location Entire Western Province (Kaluthara, Colombo &
Gampaha Districts)
1. Reduce peak hour traffic load
Present Situation Concept and design stage
2. Reducing the overloading of Public Transportation System Project Cost Feasibility study - SLR 1 mn (US $ 0.01mn)
(peak hour overloading) Preparing Policy document SLR 1 mn (US $
0.01 mn)
3. Improvement of quality of ridership
Awareness and stakeholder meetings SLR 5
4. Improvement of employee productivity mn (US $ 0.04 mn)
Total: SLR 7 mn (US $ 0.05 mn)
Proposed Financing Method Local funding Consolidated fund
Project Components / Activities Method of Procurement Government intervention
o Stakeholder meetings and public awareness
o Conducting the feasibility study Employment
o Development of policy documents Implementation Period Medium term (2016/2020)
o Implementing flexible work hours and staggered work
hours in private and public sector
172
1.1.30- IMPROVEMENT OF FACILITIES AT SUBURBAN INTERCHANGE BUS TERMINALS AND STANDS

Almost all bus terminals where the passengers interchange buses and the bus stands located at many strategic locations on different routes lack facilities and
information useful for users. Available basic facilities are not maintained properly due to lack of resources and had been dilapidated most of the terminal buildings
located in prime locations in suburbs are eye sores as the buildings have not been designed to suit its surroundings or user needs in mind. These places are patronized
by large number of passengers daily and are excellent places to develop many SME services needed by them and have a great commercial value that can not only
provide employment but also good income to those who wish to own and operate them. Hence it is proposed to develop these bus terminals across the Colombo and
its suburbs with all amenities and services needed by the general users. As these could be built and operated by local entrepreneurs it is recommended to float local
tenders to lease these lands/spaces for private builders to build and maintain these services.
Objectives
Location Colombo and suburbs
1. To redevelop and improve
Land Area Need no additional lands
the appearance, design
Present Situation Dilapidating buildings with minimum user facilities
and operational qualities of Project Cost SLR 33,350 mn (US $ 230 mn)
the bus terminals and bus SLR 1300 mn per site. (US $. 9.0mn)
stands to provide better [Bus Terminals SLR 300mn. Per site / Bus Stands SLR 1.5mn. per
facilities to passengers. site]
2. To minimize the operational Method
costs of the bus terminals by Method of Procurement Open competitive
the government while the Project Period Two years (short term)
services to bus passengers Employment 3000 (Approx.)
Remarks:
continue.
1. Private sector will be invited to undertake the reconstruction and improvement
of the bus terminals to be equipped with all modern amenities on leased out
lands on a long term lease basis.
2. The National Transport Commission and Western Megaplois to agree on terms
Project Components / Activities and conditions to be stipulated and monitor the quality of services
3. Improve 200 strategically located bus stands to help passengers. The bus stands
o Call Design build and operate proposals for each site
to have a kiosk which will be sub leased by the developers to operators (SMEs)
o Construction and operation of the sites and sublease the
who will maintain these bus stands while engaged in business of selling goods
properties 173
and services and provide information to passengers thru modern
o Public services and facilities to be provided by the operators
communication equipment.
1.1.31 SUPPLY OF COMPRESSED NATURAL GAS (CNG) AND ESTABLISH ELECTRIC CHARGING FACILITIES
(50 CENTRES) FOR BUSES AND OTHER VEHICLES
At present almost all busses and other vehicles in the WRM area consume diesel and patrol. This has caused high level of air pollution in the region posing adverse
impacts to the environment and to the human health. Use of CNG and electricity as a source of fuel will reduce the pollution levels. There is an evidence of finding gas
deposits in Indian ocean within the Sri Lankan territory and can be utilized more effectively by converting these vehicles in to CNG. Also CNG and electricity cheaper
than other petroleum fuels. This process will create healthy human life in the WP.

Required Land Area NA
1. To reduce air pollution levels in the Present Situation Not a common practice of using CNG
WP for vehicles
2. To use environmental friendly
Project Cost
Proposed Financing
SLR. 3350 mn (US $ 220 mn)
Private investment
technologies in WMP area.
Method
3. To introduce more economic use of Method of Procurement Open competitive
energy sources as well as the country Project Period Medium term
as well as improved health status of Employment/output
the population.
o Identify suitable locations to store CNG
o Identify suitable locations for gas conversion centers
o Identify suitable locations for 50 electric charging centres
o Purchase machinery and equipment
o Training of technicians
o Develop a gas delivery network
174
1.1.32 - ESTABLISHMENT OF TRANSPORT INFORMATION ANALYSIS AND DESSIMINATION CENTRE

The information on transportation are many fold. The public as well as the urban planners and regulators of the urban services constantly need this information online
on daily basis. Regular surveys on the performance of transport services as well as feedback from public to make management decision are essential for improvement
of transport sector. Currently the University of Moratuwa carries out some of the research functions it is recommended that a recommended that a private sector
based Transport Information Center that collects, analyzed and disseminate this information on commercial basis be established.

Objective Location Colombo
Land Area Need no additional lands but to be housed
1. To improve the transport at the WRMP
services with real time Present Situation No central information is in operation that
data provide such services to public online
Project Cost SLR 300 mn per site (US $. 2 mil) for setting up
2. To facilitate transport of the equipment and providing training to
management decision personal that will be recruited
making process
Method
Method of Procurement Open Competitive
Project Period two Years (short Term)
Employment 50 (Approx.)
Remarks:
o Set up an institutional mechanism whereby the NTC will form a
joint venture with a private sector or form a public company 4. Invite the private sector to collaborate with the National Transport
that will provide the services Commission to set up this center that will operate the Information
o Train and introduce the GIS based information system and services both at the retail and strategic level.
provide required information thru the telecom network to the 5. It is expected that the techniques such as GIS and mobile
public applications needed to make the data/information will be adopted
when developing the proposed data base and information center.
175
Appendix 05: Demand Model Outputs and Maps
Table 12: Demand Model Outputs for All Scnearios
176
Figure 29: Total Passenger Volumes for Project Case (Case A) for Year 2020
177
Figure 30: Total Passenger Volumes within CMC for Project Case (Case A) for Year 2020
178
Figure 31: Total Railway Passenger Volumes for Project Case (Case A) for Year 2020
179
Figure 32: Total RTS Passenger Volumes for Project Case (Case A) for Year 2020
180
Figure 33: Total Inland Water Transport Passenger Volumes for Project Case (Case A) for Year 2020
181
Figure 34: Total Private Vehicle Volumes for Project Case (Case A) for Year 2020
182
Figure 35: Total Passenger Volumes for Project Case (Case B) for Year 2025
183
Figure 36: Total Passenger Volumes within CMC for Project Case (Case B) for Year 2025
184
Figure 37: Total Railway Passenger Volumes for Project Case (Case B) for Year 2025
185
Figure 38: Total RTS Passenger Volumes for Project Case (Case B) for Year 2025
186
Figure 39: Total Inland Water Transport Passenger Volumes for Project Case (Case B) for Year 2025
187
Figure 40: Total Private Vehicle Volumes for Project Case (Case B) for Year 2025
188
Figure 41: Total Passenger Volumes for Project Case (Case D) for Year 2035
189
Figure 42: Total Passenger Volumes within CMC for Project Case (Case BD) for Year 2035
190
Figure 43: Total Railway Passenger Volumes for Project Case (Case D) for Year 2035
191
Figure 44: Total RTS Passenger Volumes for Project Case (Case D) for Year 2035
192
Figure 45: Total Inland Water Transport Passenger Volumes for Project Case (Case D) for Year 2035
193
Figure 46: Total Private Vehicle Volumes for Project Case (Case D) for Year 2035
194

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[MEGAPOLIS TRANSPORT PROPOSAL FINAL REPORT] 2016

Transport Master Plan

7. DEVELOPMENT PROPOSALS .............................................................................................................. 43

7.3.1 FLEXIBLE & STAGGERING WORK HOURS ............................................................................................. 82

8. IMPLEMENTATION PLAN ................................................................................................................. 102

9. ASSESSMENT OF TRANSPORT MASTER PLAN .......................................................................... 110

10. APPENDICES ......................................................................................................................................... 125

i. Public Transport Improvements,

Public Transport Improvement

Project Action Duration to Responsibility

Develop a regulatory authority and Medium Term MOT

Develop Develop detailed designs for Fort / Immediate to UDA, MOT

connecting identified main nodes. Medium

Introducing Introducing new inland water Immediate - UDA, SLLRDC,

Road Infrastructure Development

Ja-ela to Divlapitiya via Ekala and Medium Term RDA

Minuwangoda (4 lane road, to cater

Identification of missing links and Medium Term RDA, CMC

Transport Demand Management

Develop policy plans to promote Short Term to

New traffic signals to major Immediate RDA, CMC

Installation of Traffic control centre Long Term RDA, Police, CMC,

Traffic Flow Converting two-way streets to one- Immediate RDA, Police

Relocation of bus stops/pedestrian Immediate RDA, WRMPP,

Environmental Sustainable Transport

Separate sidewalks from the road Immediate Local Authority,

Ensure safety of pedestrians at Immediate Local Authority,

Provide pedestrian signals to Immediate Local Authority,

Encourage walkways and bicycle Medium Term RDA, Local

Sri Lanka, which currently stands in middle-income category1, is focusing on long-term

Figure 1: Western Province of Sri Lanka

1 World Bank- Sri Lanka, http://data.worldbank.org/country/sri-lanka

3. VISION AND OBJECTIVES OF THE COMPREHENSIVE TRANSPORT

2Central Bank of Sri Lanka,

i. Aviation Hub Aero City Zone in Katunayake,

vii. Tourism resort areas

Figure 2: Proposed Mega City Structure Plan

Table 1: Planning areas and Population Growth

Figure 3: Planning Areas and Key Project Plan

Figure 4: Population Forecast for 2020 by TAZ

Figure 5: Population Forecast for 2025 by TAZ

Figure 6: Population Forecast for 2035 by TAZ

Figure 7: Employment Forecast for 2035 by TAZ

Figure 8: Population Density in 2035 by TAZ

Figure 9: Employment Density in 2035 by TAZ

4. Transport Issues in Colombo Metropolitan Area

Numerous studies have been undertaken to assess thecharacteristics urban transport s in

1. JICA CoMTrans Master Plan Study undertaken by JICA in 2013/2014 formulated a

Figure 11: Transport Corridors in Western Region

Figure 12: Bus Origin Destination Patterns in Galle Road3

3 Study of Implementation of Bus Rapid Transit on Galle Road, MoT, 2015

Figure 13: Desire Lines for 2035 Trips between TAZ

Table 2: Daily Passenger Flows at the CMC Boundary Both Directions

4 Study of Implementation of Bus Rapid Transit on Galle Road, MoT, 2015

Figure 14: Modern Technologies and its Capacities

5. TRANSPORT SUB-COMMITTEE OF MEGAPOLIS PROJECT

18. Mr. B.A.P. Ariyarathne (MOT)

6. PROPOSED SUB SECTORS FOR INTERVENTION

I. Public Transport Improvement (PTI)

I. Public Transport Improvement

II. Road Infrastructure Development

III. Transport Demand Management (TDM)