Development of a Multi-Modal Transport Centre
for Sustainable Urban Transport
- A Case Study in Colombo Metropolitan Area Hirohisa KAWAGUCHI1
Yoshihisa ASADA1
Shige SAKAKI2
Monyrath KOV1
Junya UMEMURA1
Masahiko FUJIMOTO1
Eiko WATATSU1
Kaoru YAMADA1
2
14th April 2015
Colombo
LowofCarbon
Urban Transport Study
Ministry
Transport
Ministry of Transport
1 Oriental Consultants Global Co., Ltd.
Outline
1.
2.
3.
4.
5.
6.
Introduction
Transport in Colombo Metropolitan Area
Preliminary Development Plan of Multi-Modal Transport Centres
Impact Analysis
Implementation of Multi-Modal Transport Centres (MMC)
Conclusion
Colombo Low Carbon Urban Transport Study
Ministry of Transport
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1. Introduction
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Ministry of Transport
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Increase of GHG Emission from Developing Countries
• Rapid increase of greenhouse gas emission from developing
countries
• Transport sector is a dominant source of GHG emission in
developing countries
However…






Financial constraint of the government
Complex and slow administrative procedure
Lack of connection among several public transport modes
Lack of human resources
Political intervention
Complicated land acquisition process
Colombo Low Carbon Urban Transport Study
Ministry of Transport
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Research Objectives
Potentials of Multi-Modal Centre (MMC) in developing countries
 Railway network in urban areas in some developing countries which is usually
not utilized fully
 Intensive bus and paratransit network
 However, those are not managed in an integrated manner
Research Objectives
 to propose a multi-modal transport centre (MMC) development which is
affordable, implementable, effective and socially acceptable to alleviate traffic
congestion and to reduce emission of GHGs by integrating railway, bus, other
public transport services and non-motorized transport
 to conduct a case study taking a railway station in Colombo Metropolitan Area
(CMA) as a example to examine economic, financial social and environmental
viabilities
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Ministry of Transport
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2. Transport in Colombo Metropolitan Area
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Ministry of Transport
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Colombo Metropolitan Area
 Western Province
• Largest province in Sri Lanka
including Colombo and the
capital city of Sri
Jayewardenepura
• Population: 5.8 million
• 3,694km2
• 44% of National GDP
 Colombo Metropolitan Area
• Population: 3.68 million
• 996km2
 Colombo Municipal Council
• 0.55 million, 40km2
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Ministry of Transport
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Road Transport in Colombo
Morning Traffic Congestion
School Traffic
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Ministry of Transport
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Railway in Colombo
Deteriorated train
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Ministry of Transport
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Bus Transport in Colombo
Bus Terminal
School Bus
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Population Growth Patterns

Population is increasing in the areas to
the east of CMC, while the growth rate
is less in the CMC area
This can be explained by the changes
in land use – in CMC inner city area
commercial activity is increasing and
in the suburbs to the east, residential
activity is increasing
Annual Growth Rate
2001-2012
Negombo
Avissawella
Colombo and
Coastal Area
Decreasing
Colombo Suburbs
Increasing
Source: DCS
Calculated by CoMTrans
Inner-Coastal
area
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Ministry of Transport
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Urban Development Plans/Projects
Concentration of mixed
development projects in
Colombo center
 Relocation of government
agencies and Defence complex
in Battaramulla

Colombo
Concentration of Many
Mixed Development Project
Battaramulla
Relocation of Government Offices
Source: UDA
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Ministry of Transport
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Motorization
Unit: 1,000 Passengers per day, Both Direction
2,500
Historical data for passenger flow at
CMC boundary (1985 – 2013)
2,066
2,000
Pubic Transport
1,679
1,697
(Bus and Railway)
are losing their
modal share.
1,500
1,061
1.5%
58 %
1,000
42%
33%
Private Modes
are significantly
increasing.
500
33%
26%
4.2%
42%
0
1985
Average Annual
Growth Ratio (AAGR)
1985-2013
1995
Private
2004
Bus
Rail
2013*
All modes: 2.2%
* Total passengers at CMC boundary at all survey location was 2.1 million passengers per day (both direction).
For the comparison purpose, survey locations surveyed in ‘85, ‘95 and ‘04 were selected.
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Ministry of Transport
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Rapid Increase of Private Vehicles
Number of Vehicles*
in Western Province
(in 1,000)
AAGR = 8.0%
The number of
vehicles
increased a
factor of 2.5 in
12 years.
Motorcycles and
3 wheelers
showed
significant surge
in the number.
*The number of motor vehicles with valid revenue licenses.
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Ministry of Transport
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Travel Speed (Evening Peak Hour/ Outflow)
Source: Travel Speed Survey
by GPS tracking data (2012.12 – 2013.07)
CoMTrans
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Ministry of Transport
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Estimated Current GHG Emission
CO2 Emission estimation in the Western Province
 Results of CO2 emission in 2013 estimated by developed model is almost same as
one estimated from fuel consumption data, which is divided proportionally by
number of vehicle.
Model
Estimation
Model
Estimation
Note:
Vehicle emission: Estimated based on the fuel consumption of whole Sri Lanka in transportation sector of SLSEA by using
the ratio of vehicle registration number in whole Sri Lanka and the Western Province
Railway emission : Estimated based on the fuel consumption of railway of whole Sri Lanka by using the ratio of travel
distance of railway in whole Sri Lanka and the Western Province
Number of hybrid vehicle: 15,561 (Dec. 2013)
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Ministry of Transport
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Estimation on Future GHG Emission
GHG emission reductions by low carbon scenario options
 Infrastructure development/improvement : C2 scenario (Intensive public
transport system development with ERP) will achieve the lowest emission.
(0.93 Mton CO2 reduction in 2035, 11.3% of BAU_SQ)
 Hybrid Vehicles: 0.38 Mton CO2 reduction in 2035 from above option results
 Fuel Switch : 0.66 Mton CO2 reduction in 2035 from above option results
 Bus/Truck regulation enforcement : 0.12 Mton CO2 reduction in 2035 from above
option results
CO2 emission by Transport Scenario
0.8
milion t-CO2/year
8.0
DN
SQ
A1
6.0
A2
C1
4.0
C2
2.0
2013
2020
2025
2035
milion t-CO2/year
10.0
CO2 reduction by Scenarios
0.6
Hybrid car
promotion
0.4
Fuel switch
promotion
0.2
Bus/Truck
regulation
enforcement
0.0
2020
2025
2035
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Ministry of Transport
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Colombo Urban Transport Master Plan (CoMTrans) with JICA
Formulated Urban Transport
Master Plan
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Ministry of Transport
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Colombo Low Carbon Urban Transport Study by the World Bank
January, 22, 2014
September, 2014
Feb. – Sep.
[A] Assessment of
GHG emission
[B] Mode
Integration Pilot
Project
 Current GHG Emission
• Collection of Emission Factors
 Low Carbon Options/ Scenario
• Communication with Stakeholders
May, 28, 2014, - Sep.
Selection of 2 Pilot Stations
PreFeasibility
Study
Site Analysis
Demand/Supply Analysis
Layout Design
Physical/Institutional
Integration
Dissemination Workshop
Kick-off
Workshop
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Ministry of Transport
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Colombo Low Carbon Urban Transport Study by the World Bank
Ministry of Transport (MOT) is the focal agency for the study.
Stakeholders, who are invited to this workshop, will be consulted
individually or at workshops during the course of the study.
Technical Assistance is implemented by the World Bank South Asia
Transport Unit, supported by Oriental Consultants Co., Ltd. Global.
Funding is provided by Energy Sector Management Assistance Program
(ESMAP), a global knowledge and technical assistance program
administered by the World Bank.
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Ministry of Transport
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3. Preliminary Development Plan
of Multi-Modal Transport Centres
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Ministry of Transport
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Development Concept of MMC Mode Integration
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Mode Integration Pilot Project
 Mode integration between Bus and Railway services will be studied at a station
in order to promote public transport for low carbon transport scenario.
 Physical / Operational Integrations will be considered.
Physical Integration
Operational Integration
Relocation of;
- Bus departure/ arrival,
waiting area, shelters
- Walkways,
- Sings and marking,
- Railway Station
facilities/entrance,
Creation of;
- Non-fare box revenue
generation facilities
- Drop-off/pick-up area for
para-transit modes
etc ….
Coordination of;
- Fare / ticket integration,
- Coordinated time table
and operation hours
between bus and railway
services,
- Bus route rationalization
(feeder services),
- Passenger information
provision
etc….
Mode
Integration
(Bus-Rail)
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Ministry of Transport
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Proposed Candidates for Pilot Stations
Daily Passenger Flow
(Both Direction)
Ragama
Moratuwa
Panadura
Gampaha
Nos. Boarding Passengers
Peak Hour (6:00-9:00 Count)
12 Hours (6:00-18:00 Count)
Daily (Estimated by HVS)
Source:
University of Moratuwa (2009)
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Ministry of Transport
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Pilot Stations [Ragama, Moratuwa]
CoMTrans
Urban Transport Master Plan
Gampaha
Border of Colombo
Metropolitan Area,
under developed by UDA
Ragama
Connects Puttalam line
to Main Line
Main Line
Coastal Line
Multi Modal Centre (MMC)
Moratuwa
Concept of MMC
Multimodal Centre
(MMC) is proposed with
BRT, Railway, Feeder Bus
Panadura
0
5km
Low density, Less land to
be developed as MMC,
distance between
railway station and bus
terminal
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Ministry of Transport
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Image of Mode Integration for Bus and Railway Services
Railway Station
Commercial Buildings
Drop-off/ Pick-up area
Bus Bay
Plaza, Open Space
Taxi Bay
Railway Station
Commercial
Buildings
Taxi Bay
Parking
JR Kitamoto
 Railway station
Station Plaza
 Station square
• Feeder bus terminal
• Taxi, Kiss and Ride
• Open Space, Landscape, Greenery
Bus Bay
JR Hitatchi
Station
Plaza
 Commercial Area
 Shelters for bus, taxi users
 Time table board (Bus, Railway)
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Ministry of Transport
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Situation Analysis on Ragama Station
[Main/Puttalam Line]
Positive Features / Potentials
Current Access Mode Share: Bus 43.7%, Walk 46.7%
 Intersection of Main Line and Puttalam Line
 Sri Lanka Railway’s lands are available.
 Potential for population growth
 Northern Expressway will be located nearby the
city (Exact alignment: to be confirmed).
 The station is Located between Kandy Road and
Negombo Road.
 UDA wish to development the city and around the
station.
 Ragama Hospital is located nearby the station.
Negative Features / Constraints
Ragama Bus Terminal
(For Colombo)
 Currently, only a small land is used for the bus
terminal, and Bus Terminal for Colombo is 300 m
away from the station
 It is necessary to find future bus passengers who
use Ragama Station.
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Ministry of Transport
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Ragama Station: Existing Condition
Road in front of the Station
Existing Railway Station
Building
Existing Bus Stand
(Land surrounding the
railway station is used
for bus stand)
Railway Facilities
Bus Stop next to the Station
Boundaries of
Railway Land
Station
Market
• Buses, Cars, and Pedestrians are mixed
Existing
Busthe
Terminal
around
station and the roads.
Park
(for
Colombo
Direction)
Pedestrian’s
safety should be secured.
350m away from the Train Station
 Appropriate bus terminal and circulation
should be introduced.
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14
8
7
655 67
0
247
298
660
112
3
7
41
7
359
14
43
94
88
3
22
6
30
3
97
541
705
83
3
Kirillawala
1
24
18
36
74
5
121
1776 Kadawatha
38
25
952
826
540
597
634
1
283 buses/day
Siyambalape
1
308Junction
buses/day
105
455
1334
339
149: Ja-Ela
134: Colombo
Peliyagoda 992
908
165
51
Sapugaskanda
Kelaniya
Kelaniya
53
26: Gampaha
462
105: Kadawatha
14: Kiribathgoda
146
approx. 14
41
14
14
95
36
5
Kelaniya
3162
approx.
134
9
97
Kiribathgoda
145 buses/day
47
249: Kadawatha74
59: Wattala
75
94
1
846
208
193
481
114
To Fort
Kiribathgoda
2
240
162
1
17
28
Wanawasala
Wanawasala
47
1 901
2
79
8
28
14
89
113
11
04
8
121
136
Udupila
approx. 360
Mahara
Hunupitiya
Hunupitiya
437
Approx. 59
Kadawatha
Ragama
1
30
191
75
14
25
5
Enderamulla
633
Enderamulla
Enderamulla
Wattala
469
1
3
Nedung
7
Weboda
9
93
23
964
140
3
92
16
682
46
224
17
228
813
1
8
28
46
Horape
Horape
Maggona
Maggona
5 Kilometers
15
307 37
899
Walisara
2.5
60
83
18
57
17
Ragama
4
13
68
4
11
694
9
14
Ragama
128
Ragama
7
Ragama
Paiyagala
308
Paiyagala
283
46
Maggona
Maggona
5 Kilometers
154 306
3
22
57
> 20%
28
169
2.5
Peralanda
Peralanda
Kuda Paiyagala
Paiyagala
Kuda
899
15-20%
97
629
28
Paiyagala 7
Paiyagala
> 20%
96
26
10-15%
140
2 9
9987
Kuda Paiyagala
Paiyagala
Kuda
15-20%
Walpola
Walpola
15
232
46
992
27
Handala
396
Kandana
Kandana
103
2
5-10%
Batuwatta
Batuwatta
13
232
12
232
Ganemulla
Ganemulla
43
397
41
7
Bulugahagoda
Bulugahagoda
238
1153
995
995
13
Yagoda
approx.
26
19
4
258
91
26
8
109
23
9
238
26
2-5%
2-5%
10-15%
7
25
2
Nagoda
Nagoda
1-2%
1.25
159 4
21
Nagoda
Nagoda
23
9
1-2%
ToYagoda
Gampaha
147
1425
159
< 1%
86
1244
29
Ratio to Zonal Trip Production
Ja_Ela
Ja-Ela
Ja_Ela
approx. 149
53
Kalutara South
South
Kalutara
< 1%
Bus operation
Malwana
960
184
1
792
3
16
316
479
5459
95
43
Angoda
545
1259
173
Ministry of Transport
963
497
499
469
1827647
Dematagoda
Dematagoda
Colombo Low CarbonFort
Urban
Transport
Study
331
Fort
09
81
65
229
14
26
81
78
667
Note: The percentage shown3 in figures
above
was calculated by dividing
the number of daily
passengers currently using the candidate stations
66
435
134
1
6 315
8
2
to the daily trip production from each
traffic zone estimated using the data of CoMTrans
Home Visit Survey 2013. Biyagama
53
1
1331
0
118
10
212
1425
3
21
1.25
15
8
412
1
Ratio CMC
to Zonal
Trip Production
boundary
5-10%
644
Kalutara North
North
Kalutara
CMA boundary
0
53
8
Kalutara5South
4South
Kalutara
1
129
Legend Bus operation
73
831
Bus Route from/to Ragama Station, Service Coverage
CMC boundary
2
710
959
3
498
147
268
9
25
9
160
67
212
232
3
21
0
46
Kaduwela
28
Estimation of Travel Demand
1. CoMTrans OD
tables developed
by JICA STRADA
software
2. Identification of 3
types of potential
users
3. Estimation of
modal shift by 3
types of potential
user using
CoMTrans mode
choice model
Station
Transfer User estimated by
JICA-STRADA (w/o MMC)
Expected Transfer User
(modal shift) by mode
integration
Main Transport Mode of
Potential Users:
2013
825
2035 estimation
1,650
1,055
230
2,140
490
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Requirement for Bus Bay
Estimated Peak Hour Transfer Passenger (Bus to Rail)
Item
Current
1. Future Transfer User estimated by JICASTRADA (w/o MMC)
2035 est.
825
1,650
1,055
2. Expected Transfer User (modal shift) by
mode integration
2,140
230
490
Peak Hour Bus Operation
Station
Ragama
Current Operation
2035 est.
25 Buses/hour
Route: 18
50 Buses/hour
Bus operation is set in accordance with
current bus operation (route, frequency),
because there are some bus user with the
destination around the station.
e.g. 58 = 37 x 22/14
Min. Requirement of Nos. of Bus Bay
Operational Requirements
Arrival:
3 min. /bus/bay
Departure: 10 min. /bus/bay
Arrival
3 Bus bays
720/60 = 12<14 → 14 buses/hr.
1,280/60 = 22 buses/hr.
Departure
8 Bus bays
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Preliminary Layout Option 2 (1.5 ha)
Proposed Bus Terminal
Arrival: 4 bays
Departure : 8 bays
Proposed Station
Bus Arrival Area 1
West - Station Building: Main Ticket
Gate, Station Office, Waiting Room
East Entrance: Ticket Gate
(from Northern Direction): 1 bay
Bus Arrival Area 2
(from Eastern Direction /
Kadawatha. etc. ): 2 bay
Bus Arrival Area 3
(from Western Direction /
Colombo, etc.): 1 bay
Bus Departure Area
(to all directions; 8 bay)
Parking
Car Parking: 58 lots
Bike Parking: 45lots
Pedestrian Deck
For Safe Transfer
Image of Shops
Commercial Facilities
(Reference: Floating Market at Pettah)
Public Plaza
Shopping Mall
Shops / Kiosks with Public Plaza
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Comparison of Development Options
Option 1: 1.8 ha
Option 2: 1.5 ha
Bus Bay
Arr.: 4 bays / Dep.: 7 bays
Arr.: 4 bays / Dep.: 8 bays
Transfer
Distance
Bus Arr. > Station: 40 - 60 m
Station > Bus Dep.: 60 - 85 m
Taxi Bay > Station: 100 m
Bus Arr. > Station: 50 - 75 m
Station > Bus Dep.: 70 - 100 m
Taxi Bay > Station: 60 m
Other
Features
(+) Shorter transfer distance
(+) Main railway station facilities: east side,
close to the existing market and hospital
(+) More parking space
(+) Minimum land area with maximum usage
(+) Main railway station facilities: west side,
close to proposed commercial facility and
bus terminal
(+) Minimum damage to the existing railway
land and facilities.
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Construction Cost
(Preliminary Estimation)
Option 1 (1.8 ha)
Item
Unit Cost
(USD/m2)
No. of
Floor
Floor Area
(m2)
Pavement
Bus Terminal / Bus Arrival Area
Car Parking / Pick-up / Drop-off /
Taxi Bay
Internal Road
Plaza / Sidewalk / Pedestrian Area
Landscaping and Others
Pedestrian Deck
Shelter Roof
No. of Floor Area Estimated
Floor
(m2)
Cost (USD)
1,153,700
14,000
1,000,600
100
4,850
485,000
3,640
364,000
50
3,730
186,500
2,750
137,500
50
70
50
840
5,760
740
42,000
403,200
37,000
1,340
5,930
340
67,000
415,100
17,000
5,060
9,459,000
3,760
7,126,000
1,800 2 (GF+1F)
1,800
1(1F)
1,500
1
1,010
170
850
1,818,000 2 (GF+1F)
306,000 2 (GF+1F)
1,275,000
1
400
720
340
720,000
1,296,000
510,000
1,200
1,030
1,236,000
1,150
1,380,000
400
520
208,000
1,090
436,000
18,980
5,996,700
16,610
5,342,600
3,030
6,060,000
12,056,700
2,300
4,600,000
9,942,600
TOTAL
Commercial Building*1
TOTAL incl. com. Bildg.
Estimated
Cost (USD)
15,920
Building
Station Building (West)
Station Building (East)
Shops / Kiosks*2
Option 2 (1.5 ha)
2,000
4
22,010
4
18,910
*1 Commercial
Building: Foot print area is 757.5m2 (Option 1) and 575.0m2 (Option 2).
*2 Shops / Kiosks: is located at east area, which can provide the 53 shops (Option 1) and 21 shops (4m x 4m).
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Bird View of Proposed MMC at Ragama Station
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Ministry of Transport
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Ministry of Transport
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Ministry of Transport
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4. Impact Analysis
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Ministry of Transport
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Economic Benefits of MMC
 Savings of Travel Time Cost (TTC) due to the reduction of access
distance to Ragama Station for passengers from the western area
by providing the new entrance of the railway station on the
western side
 Savings of Travel Time Cost (TTC) due to the reduction of transfer
time at Ragama Station
 Savings of Vehicle Operation Cost (VOC) due to modal shift to
public transport
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Ministry of Transport
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Cost and Benefit of MMCs
Costs
6.0 mil. USD (Option 1)
5.3 mil. USD (Option 2)
12.1 incl. commercial building
9.9 incl. commercial building
Benefits
Quantitative
• Reduction of Vehicle Operation Cost (VOC) by Modal shift
benefits for
from private modes of transport
Economic Analysis • Reduction of Transfer Time by mode integration facilities
Reduction of CO2
emission
18,000 ton-CO2 (equivalent to 52,137 trees)
Others
Profit of commercial facilities, Increase of land value,
Reduction of traffic accidents, Improvement of landscape,
Provision of urban amenities, Provision of evacuation site in
case of a disaster …
Economic Analysis
Results (EIRR)
For 20 years (2015-2035), calculated by the vehicle-km for modal
shifted passengers’ due to MMC development, Carbon sequestration
rate by tree: 17.5kg-CO2/year (Kottamba Tree)
CO2 abatement with MMC at Ragama stations is 294 USD/ton-CO2
17.4 % (Option 1)
18.6 % (Option 2)
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Ministry of Transport
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5. Implementation of MMCs
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Ministry of Transport
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7. Implementation of MMC:
Operational Elements
Smooth
Transfer
Mode Integration for Bus and Railway Services
• Coordinated Time Table
between Bus and Railway
• Common Tickets with IC-Card
(NFC), Automatic-Vending
Machine
Safety
• CCTV operation
Mode
Integration
Comfortable
Attractive
NFC: Near Field Communication, CCTV: Surveillance Camera
• Passenger
Information
System (Operation
Status, Routes,
Time Table…)
• Discount Ticket for mode integration
• Kiosk, shops’ opening hours in
accordance with operation hours
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8. Implementation of MMC
Institutional Arrangements
Shopping
Mall
Bus
Terminal
Station
Building
Existing Model
Design of Transport Facilities
(Service Standard)
Supervised by MOT
Investment by
Private Sector
Developed by MOT/SLR
Developed by MODUD/UDA
Open Space
Integrated Development with
Surrounding Area by MODUD/UDA
Land Sub-division is not preferable.
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5. Conclusions and Acknowledgements
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Ministry of Transport
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Conclusions
 Conceptual development of MMC in urban areas in developing
countries
 Proposal of proto-type MMC taking Ragama station as an example
 Methodological development in estimating demand and benefit of
MMC
 Economic viability of MMC projects (EIRR of 18.6%)
 Significant reduction of CO2 (18,000 t-CO2)
 CO2 abatement with MMC at Ragama stations is 294 USD/ton-CO2
 Proposal on operational and institutional arrangements
Future Research
 Mechanism to enhance cross-sector government coordination
 Detail financial scheme to implement project by PPP
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Acknowledgements
This paper is based on experience with the “Colombo Low Carbon
Urban Transport Study” by the World Bank and the Ministry of
Transport, Sri Lanka. The authors would like to express their
gratitude to all the officers of the World Bank, the Ministry of
Transport, other Sri Lankan government agencies and the Japan
International Cooperation Agency involved in the Study; Dr. Thusitha
Sugathapala, Director General of Sustainable Energy Authority;
Professor J.M.S.J. Bandara, University of Moratuwa; and all the team
members of the Study.
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