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Policy
The Master Plan lists 36 “projects” (covering both infrastructure and regulatory measures) which are recommended to be implemented by the target blocks of 2020, 2025 and 2035 corresponding with the projected population and economic growth for those years. But the basic policy remains consistent. It is the policy which set the framework to ensure the solutions are cohesive and coordinated, such that the end objective can be achieved.
While the broad objective was improvement of mobility in Colombo metropolitan area (we will not spend the space here to explain the all too-evident traffic problems in Colombo),we do not want mobility “at-any-cost” especially considering that public funds usually need to bear (at least) a large share of (at least) the capital expenditure of transport improvement. Therefore, four policy pillars were agreed upon, on which the solutions should be based. These are: (i) economic efficiency (ii) equity in society (affordability), (iii) environmental sustainability and (iv) safety. The importance of these four pillars for transport would be self-evident.
Different technical solutions were scientifically analysed to determine the solution which provided the highest value in the four aspects. The Study includes a modelling exercise to conclusively verify that it is the public transport intensive scenario which provides the highest benefits, as opposed to road expansion intensive scenario.
Solutions
Through data analysis, seven main transport corridors are identified in the Colombo metro area, and for each corridor, the optimum transport solution is proposed considering the specific characteristics (including existing transport modes) of that corridor within the overall transport policy. Of course, the corridors were not considered in isolation, but as key links which need urgent attention within the total network. As a cross-cutting policy, the solutions are proposed to facilitate two public transport modes to be available for every major corridor. Accordingly, the following transport solutions are recommended in the Master
Plan: Malabe Road corridor
Malabe Road corridor has no railway line, and consists of new Kandy Road connecting with A0. It is the main corridor connecting the eastern suburban residential areas and the commercial hub of Colombo with the administrative capital of Sri Jayewardenepura/Battaramulla area. From the seven major transit corridors, the largest share of private vehicles travel on this corridor, thereby contributing to the lowest travel speed at rush hour (sometimes less than 8km/h). There is insufficient road space for a dedicated-lane BRT, and a transit system with higher capacity is required to support the increasing traffic volume.
Road expansion (or a parallel new road – even elevated) requires acquisition of high value land in highly residential and commercial areas, and the economic return of such cost is low. The corridor does not have a rail-based public transport option at present to improve – so a new rail-based solution using less land space and with a higher passenger capacity provides the highest rates of return.
Metro (or MRT) is a possibility but its passenger capacity would not be utilised considering the future passenger growth potential on this corridor for the next 20 years (as statistically shown in the Master Plan report)and the capital expenditure is higher than any other transport mode.
Elevated Light Rail (LRT) is a better option, but this requires a wider track which will block the sunlight and affect the architectural aesthetics of some of the most attractive areas of our city, and could result in reduction of land value in the corridor. Therefore, the optimum solution proposed is a monorail system (800-passenger capacity per train-set) which runs on an elevated single-rail (monorail) track constructed on pillars on the centre median of the road.
The monorail track system is the narrowest possible in transport technology and will only make minimum impact on sunlight as well as aesthetics of the city. Since only the centre median space is required for the monorail track, this can be established without reducing the existing road capacity.
Galle Road corridor
Galle Road corridor consists of the railway coastal line, 2-6 lane A2 and 4-lane Marine Drive. Population density is high, and it is dotted with numerous trip generating points such as schools, universities, hotels and restaurants.
From the total number of railway passengers entering Colombo, the highest share uses this corridor. The rail-based solution proposed is modernisation of the existing coastal railway line which includes infrastructure, rolling stock and management system optimisation such that the frequency of services could be increased within the urban area, during rush hour.
The road-based solution is a Bus Rapid Transit (BRT) system on a dedicated lane on Galle Road between Moratuwa and Fort, coupled with traffic management for optimum utilisation of the parallel road corridors of R. A. De Silva Mawatha, A02 and Marine Drive.
Kandy Road corridor
Kandy Road corridor consists of railway main line, 2-6 lane A01, with future provision for Northern/Kandy expressway. As in Galle Road corridor, population density is high, and a series of urban centres exist along the corridor. This corridor has the highest share of public transport users (rail and bus combined) from all major corridors to Colombo.
The same rail-based and road-based solutions as for Galle Road corridor are proposed for Kandy Road corridor, as the characteristics are similar. The monorail is proposed to extend up to Kelaniya at a second stage, and further facilitate passenger traffic to and from A01 and Colombo city.
Negombo Road corridor
Negombo Road corridor consists of railway Puttalam line, 2-4 lane A03, and Colombo-Katunayake Expressway (E03). From all major corridors the highest share of heavy truck and trailer traffic use this corridor. The same rail-based solution as for Galle and Kandy Road corridors is proposed for Negombo Road corridor. However, for road-based solution, the road capacity on A03 is insufficient for a dedicated-lane BRT. Therefore, the solution proposed is a Bus-Priority-Lane system (properly enforced) on the A03, coupled with a frequent public bus service on the E03.
The other three major corridors identified are High Level Road, Low Level Road and Horana Road corridors. Considering the characteristics of each, modernisation of Kelani Valley Line and extension of monorail line is proposed for High Level Road corridor, and establishing and enforcing Bus-Priority-Lane system is proposed for Low Level and Horana Road corridors, together with possible road capacity expansion.
In order to enable efficient inter-modal and inter-corridor transfer, a network of Multi-Modal Centres (MMC) at Kelaniya, Malabe, Kottawa and Moratuwa is proposed surrounding the Multi-Modal-Transport-Hub (MmTH) in Fort/Pettah. The MMCs will optimise passenger traffic to Fort/Pettah by enabling inter-corridor transfers en-route, instead of passengers requiring to go to Fort/Pettah only in order to transfer to another corridor (as it is now).
The above measures are only a few of the highlights from those required and recommended in the Master Plan study to achieve the mobility objectives. The Study Report details other essential “soft” measures such as Transport Demand Management (TDM), Transport Oriental Development (TOD) regulations, bus route rationalisation etc. which needs to be implemented in combination if the actual benefit of the infrastructure investment is to be achieved.
At what cost?
Let us begin with the qualification that the cost estimates in the Master Plan study are very approximate, and should act as a rough indication only. Typically, a specific and detailed Feasibility Study would be conducted for each project, during which the cost should be optimised in accordance with the specific requirements. JICA is assisting Ministry of Transport to conduct the feasibility study for the Monorail project, while the University of Moratuwa is assisting the Ministry on the BRT project.
Subject to the above qualification, the Master Plan study report estimates the capital expenditure for all 36 “projects” up to 2035 to be in the range of $ 13 billion. Out of this, the projects proposed for 2020 account for approx. $ 6 billion. IfO&M (Operation & Maintenance) cost is also considered, the corresponding total amounts are $ 21 billion and $ 7.5 billion respectively. This total cost provides a NPV (Net Present Value) of $ 6 billion and an EIRR (Economic Internal Rate of Return) of 22.9%.
Figure 6.1.2 from the Master Plan study report extracted indicates that 2% of the GRDP of Western Province could cover both capital expenditure and O&M of all proposed projects in the long term.
All proposed projects are individually economically viable, and most have potential for financial viability, at least for O&M. The study report shows, about 19% of the total cost burden on public finances could be reduced by using appropriate Public-Private Partnership schemes on appropriate projects.
Engage!
The Master Plan study was highlighted in the Chairman’s summary of the three-day Better Air Quality/Environmentally Sustainable Transport Conference held in Colombo from 19-21 Nov 2014, as an exemplary effort in improving environmental sustainability.
However, implementation of measures of this scale is a long-term exercise, and public support is crucial for its success. The Sri Lankan public, and especially the residents and visitors of Colombo Metropolitan Area (CMA as defined in the Master Plan study), should make a well-thought out determination on where they want to go with their city as it is their taxes which would need to finance the largest share of the capital expenditure. Petro Gustavo, Mayor of Bogota, credited for establishing one of the best public transport systems in the world in his city, said: “A developed country is not a place where the poor have cars. It’s where the rich use public transportation.”
As residents of the CMA and fellow-travellers on the corridors above-named, and based on the research, analysis, consultations and discussions conducted in the process of the Master Plan study, we would say that a developed country is a place where everybody could have their ‘green’ cars (for long-distance and irregular trips), but use public transport by choice (at least for regular trips).
The Master Plan study report is available for public review in the official website of the Ministry of Transport (http://www.transport.gov.lk/web/images/stories/F-CoMTrans_Main_S.pdf). Hopefully, it would serve as a catalyst for public discourse and consensus on how Colombo should travel to the future.
(Namal Ralapanawe is Senior Project Specialist, JICA Sri Lanka Office. Dr. Yasushi Taira is Representative, JICA Sri Lanka Office.)
