kandy transport improvement program (ktip

 MINISTRY OF DEFENCE AND URBAN DEVELOPMENT SRI LANKA ­ STRATEGIC CITIES DEVELOPMENT PROJECT (SCDP)
KANDY TRANSPORT IMPROVEMENT PROGRAM (KTIP) FINAL REPORT 27th May 2014 Submitted to: Ministry of Defense and Urban Development, Sri Lanka Prepared by Prof. Amal S. Kumarage University of Moratuwa UNI­C0NSULTANCY SERVICES Serving the Nations through Technology Transfer in Architecture, Engineering and IT.
Contents
Executive Summary .................................................................................................................................... 6 Public Transport Strategy for Kandy ........................................................................................................ 7 Traffic Management Strategy for Kandy .................................................................................................. 9 Overview of Proposed actions for Public Transport and Traffic Management ...................................... 10 1 Introduction ....................................................................................................................................... 12 1.1 2 3 Study Team ................................................................................................................................. 13 Transport Supply Characteristics ................................................................................................... 13 2.1 Road Network ............................................................................................................................. 13 2.2 Rail Network ............................................................................................................................... 16 2.3 Bus Transport .............................................................................................................................. 18 Features of Demand for Transport ................................................................................................. 20 3.1 Demography and Geography ...................................................................................................... 20 3.2 Passenger Movement Patterns .................................................................................................... 20 3.3 Land Use and Trip Purposes ....................................................................................................... 21 3.4 Vehicle Ownership and Traffic Flow.......................................................................................... 21 3.5 Origin-Destination of Traffic Movements .................................................................................. 23 3.6 Traffic Management.................................................................................................................... 24 3.7 Parking ........................................................................................................................................ 25 3.8 Travel Speed and Traffic Congestion ......................................................................................... 26 4 Main Issues ........................................................................................................................................ 26 5 Interventions Proposed ..................................................................................................................... 28 6 7 5.1 Goals and Objectives: ................................................................................................................. 28 5.2 Strategic Interventions ................................................................................................................ 29 5.3 Strategic Plan .............................................................................................................................. 30 Selection of Projects .......................................................................................................................... 31 6.1 Technical Assistance to Develop Integrated Functional Design & Operations Plans ................ 31 6.2 Public Transport Infrastructure Improvements ........................................................................... 32 6.3 Traffic & Parking Management .................................................................................................. 32 6.4 Preliminary Listing of Projects (Long List) ................................................................................ 32 6.5 Selection of Projects(Short List) ................................................................................................. 35 6.6 Sequencing of Projects ................................................................................................................ 38 Project Briefs for Short List of Projects ......................................................................................... 40 7.1 TA1: Public Transport Development and Operations Management Plan .................................. 40 2|Page
8 9 7.2 TA2: Strategic Traffic Demand Management Plan .................................................................. 43 7.3 PT1:Design, Construction and Operation of Kandy Multimodal Transport Terminal (KMTT) 46 7.4 PT1.1: Multi Modal Terminal Operating System ....................................................................... 50 7.5 PT 3.1 Design, Construction and Operation of New Bus Terminal at Getambe ........................ 53 7.6 PT 2.2 Design, Construction and Operation of New Bus Terminal at Nittawela ....................... 57 7.7 PT 2.3 Design, Construction and Operation of New Bus Terminal at Tennekumbura ............... 60 7.8 PT 4: Upgrade of Railway Stations and improving access ......................................................... 63 7.9 TM1: Improve capacity and traffic management measures on major access roads .................... 64 7.10 TM2: Improve capacity and speed of by-pass roads ................................................................... 65 7.11 TM4: Improving the traffic management system and on-street improvements within the CBD 65 7.12 TM5: Improving off-street parking facilities .............................................................................. 66 Summary of Costs and Economic Analysis .................................................................................... 69 8.1 Project Outcomes and Measurements of Benefits ...................................................................... 69 8.2 Cost of Interventions ................................................................................................................... 70 8.3 Calculation of Benefits................................................................................................................ 71 8.4 Benefit Cost Analysis.................................................................................................................. 72 Environmental Screening ................................................................................................................. 73 9.1 Assessment Methodology ........................................................................................................... 73 9.2 Existing Environment ................................................................................................................. 74 9.3 Other Environmental Features .................................................................................................... 79 10 Social Screening ................................................................................................................................ 86 10.1 The current difficulties in Kandy transport system ..................................................................... 86 10.2 The positive and negative implications of the proposed interventions ....................................... 88 10.3 Proposal to improve the transport system in the vicinity of the town ......................................... 91 Appendix A: Terms of Reference for Transport Improvement Project .............................................. 93 Appendix B: Figures ................................................................................................................................. 97 B1. Bus Flows at CBD ............................................................................................................................ 97 B2. Bus Passenger Flows at CBD ........................................................................................................... 97 B3. Pedestrian Arrivals at Bus Terminals ............................................................................................... 97 B4. Bus Arrivals by Terminal ................................................................................................................. 97 B5. On-Street Bus Parking within CBD ................................................................................................. 98 B6. Parking at Tomlin Park Precincts ..................................................................................................... 99 List of Tables
Table 2-1: Road Distance through City Centre between Nodes (km)......................................................... 14 Table 2-2: Main Road Distance through City Centre between Nodes (km) ............................................... 14 Table 2-3: Alternative By-pass Routes ....................................................................................................... 15 Table 2-4: Rail Accessibility to Kandy (2014) ........................................................................................... 17 Table 2-5: Destinations served by Private Bus Services Operating at Each Terminal ............................... 19 Table 3-1: Vehicle & Passenger Flows at City Boundary by Major Corridor ............................................ 22 Table 5-1: Transport Sector Goals and Objectives for Developing Kandy ................................................ 28 Table 6-1:Assessment of Long List of Projects .......................................................................................... 33 Table 6-2: Technical Assistance Programs ................................................................................................. 36 Table 6-3: Public Transport Improvement Improvements .......................................................................... 37 Table 6-4: Traffic Management Infrastructure Improvements ................................................................... 37 Table 7-1:Terminating point of inter-provincial services ........................................................................... 47 Table 7-2: Present Demand for bus parking bays ....................................................................................... 48 Table 7-3: Areas assigned for facilities at KMTT ...................................................................................... 49 Table 7-4: Cost estimate for KMTT ........................................................................................................... 50 Table 7-5: Areas assigned for facilities at GBT .......................................................................................... 55 Table 7-6: Cost estimates for GBT ............................................................................................................. 56 Table 7-7: Area assigned for facilities at NBT ........................................................................................... 59 Table 7-8: Cost estimates for NBT ............................................................................................................. 60 Table 7-9: Cost estimates for TBT .............................................................................................................. 62 Table 7-10: Areas assigned for off-street parking within CBD .................................................................. 68 Table 7-11: Cost estimates of off-street parking within CBD .................................................................... 68 Table 8-1: Summary of anticipated outcomes based on goals and objectives ............................................ 69 Table 8-2: Benefits calculated under the two considered scenarios............................................................ 72 Table 8-3: Economic comparison of the two scenarios .............................................................................. 73 Table 9-1: Locations of environmental assessments................................................................................... 74 Table 9-2: Surface water bodies at proposed sites ...................................................................................... 75 Table 9-3: Summary of environmental features at identified sites ............................................................. 81 Table 10-1: Discovered constraints for transport development .................................................................. 86 Table 10-2: Perceived impacts of GSBT .................................................................................................... 88 Table 10-3: Perceived impacts of GBT....................................................................................................... 89 Table 10-4: Perceived impacts of NBT....................................................................................................... 89 Table 10-5: Perceived impacts of TBT ....................................................................................................... 90 Table 10-6: Perceived impacts of improving railway stations between Katugastota and Peradeniya ........ 90 Table 10-7: Perception of improvements of roads in Kandy town ............................................................. 90 Table 10-8: Perception of improving transportation in town vicinity ......................................................... 91 List of Figures
Figure 2.1: Transport Network in Kandy .................................................................................................... 14 Figure 2.2: Road Network and features in Kandy CBD ............................................................................ 16 Figure 2.3: Railway Network in Kandy ...................................................................................................... 18 Figure 3.1:Vehicle and Passenger Traffic Flows ........................................................................................ 23 Figure 6.1: Sequencing of Projects ............................................................................................................. 39 Figure 7.1: Location of current Goods Shed terminal/proposed KMTT..................................................... 46 Figure 7.2: Locations of proposed terminals .............................................................................................. 53 Figure 7.3:Location of proposed Getambe site ........................................................................................... 54 Figure 7.4: Location of Nittawela site ........................................................................................................ 57 Figure 7.5: Locations of identified Tennekumbura sites ............................................................................ 61 Executive Summary
The City of Kandy has three main roles: •
As a city of 130,000 inhabitants, and its associated businesses, employment, education and social activities •
As the primary business, shopping and administrative hub of Kandy District and Central Province. •
As a World Heritage City, with high cultural and touristic significance for both Sri Lankans and foreigners. Transportation is one of the essential services required in Kandy, and consists of multiple parts. The Public Transport, the Traffic Management and the Roads Network are the main elements that are inter‐
linked. Taking account of Kandy’s dual role as a strategic city, and its special status as a cultural and tourist city, the key factors of the transportation system are: •
Public Transport as the primary means of access to the city for all purposes, carrying 65% of all people who enter the City area. This function should perform with the least possible negative impacts on the city. •
Traffic Management being a vital tool to calm the city and provide a tranquil, orderly and safe environment. However it should not prevent public transport from performing its function or inhibit business. •
The Road Network that would connect Kandy both externally and internally is a scarce resource that would need to be carefully developed and managed. Public transport is currently the primary mode of transport, carrying almost two thirds of all people entering Kandy. However, as in most other countries, car ownership and usage levels are rising with income rise. While this leads to loss of business for public transport, the far greater impact is the rapid increase of private car traffic and the resulting congestion on both the approach roads and the internal streets of the city. Impact on public transport is disproportionate, with negative impacts on speed, reliability, operating costs, customer satisfaction and ridership. This “downward spiral” is inevitable unless there is a firm intervention to support public transport, and to manage the transportation of a city. Kandy has already experienced a significant rise in traffic levels and congestion. If this continues to occurs, it will have serious implications on the economic, cultural and social wellbeing of the city. A 1% diversion from bus usage will lead to a much higher increase in the percent of cars being used, and given that the road system is already nearing capacity, each 1% rise in car use will have disproportionate further congestive impact. However, traffic has not yet reached chronic levels and the situation is still recoverable. The main philosophy of the transportation strategy for Kandy is thus to contain the growth of private car traffic, to maintain the strong role of public transport, and to ensure that the city’s street network can function well. The challenge is to maximize accessibility to and within the city while minimizing intrusion. Based on the 2011 study conducted by University of Moratuwa and subsequent discussions, the broad transportation strategy is to establish two concentric zones for Kandy, both roughly triangular in shape. •
The city of Kandy, being bounded by the river to north, west and east, and to the south by a line roughly from Peradeniya to the river crossing near Tennekumbura. Traffic not bound for Kandy should be deflected from this zone using bypasses. Activities that need not be in Kandy should be progressively relocated outside of this area. This establishes a “box”, within which the city can function more effectively. •
The cultural core, approximately bounded by the Railway Station, the Lake and the Town Hall, and comprising the Sacred Temple area, the grid streets, and the public buildings targeted for improvements. This should be an ‘oasis of calm’ from which all unnecessary traffic should be deflected, traffic entering the area should be calmed and stationary traffic should neither reduce the attractiveness of the streets nor interfere with the various activities there. Within this managed environment, the quality of public transport will be improved so that it remains attractive, and the needs of other road‐users will be optimized. Public Transport Strategy for Kandy
There is already an extensive supply of passenger transport services connecting Kandy to both its hinterland and to the rest of the country. There is also quite extensive internal passenger transportation in the city, including both buses and auto‐rickshaws. Although occupancy rates are high during the peaks, in general the ability to supply passenger transport is not a significant problem. The primary issues for passenger transport relates to: •
How it is organized, from the perspective of offering effective mobility to passengers. •
How it is organized, from the perspective of minimizing negative impact on the city and on traffic circulation. •
The quality and effectiveness of operational and customer‐facing facilities. The approach is to place the redesign and optimization of the public transport network and services at the core of the project, and to design the operational facilities and traffic management accordingly. Network design driven for solving traffic problems should be avoided, as this leads to a disconnected set of ad‐hoc changes. On that basis, the main actions proposed for the passenger transport are: •
Restructure the bus routes currently serving Kandy, covering three aspects: o
Improve access for people coming to/from Kandy. o
Improve internal mobility within Kandy. o
Facilitate transfers between longer‐distance bus services when possible, without bringing passengers into Kandy CBD if it is not their destination •
Extend selected routes that currently terminate in Kandy through the CBD to peripheral terminals, to increase mobility choices for passengers, to reduce the number of transfers and to reduce the number of buses requiring parking or layover spaces at the busy central bus facilities. •
Develop a more suitable set of internal transport services for Kandy using three main strands: o
Urban bus services on the main roads, using buses that are more suited to the city environment. o
Smaller buses on minor roads and in the hilly areas, with the possibility of using some of the currently‐idle school vans which will also increase their productivity. o
Park’n’Ride services from the edge of Kandy and satellite areas, allowing car users to leave their cars at the edge of town. •
Redesign and reconstruct the main city bus terminal at Goods Shed so that it functions as a multi‐modal transportation terminal, making this the sole bus terminal within Kandy city. Transfer the terminals at Clock Tower and Torrington to Goods Shed. •
Significantly reorganize the mode of operation and management at the Goods Shed, so that it is efficient and effective, that schedules are better planned and observed, and that the dwell times at bays and within the terminals are minimized. This will include development of a Multi Modal Transport Operating System (MMTOS) and pre‐boarding ticketing. •
All other places used by public buses will be designated as halts only, with strict enforcement of dwell time and prohibition of parking at them. •
Establish new bus terminals at the primary entry points to the city. To be located at Getambe, Nittawela and Tennekumbura. The new terminals will have dual function as passenger terminals and bus parking. The passenger terminal areas will have a number of boarding bays serving long‐
distance and regional services. The bus facility will have designated parking, driver rest facilities, and light maintenance facilities. •
Retain the current overflow bus park at UDA Office for an interim period of 3 to 5 years, until Goods Shed has been reconstructed and the new bus network becomes effective. Designate this for short‐stay only, as an operational adjunct of Goods Shed, and direct all long‐stay buses to the Getambe overflow facility. •
Establish continuous bus lanes on the existing 4‐lane section of William Goppallawa Mawatha, and on the new section when it is widened to 4 lanes. •
Establish bus priority facilities on the Katugastota Road when it is widened to 4 lanes. These are unlikely to be continuous, and more likely to be at the approaches to key junctions. •
Establish Park’n’Ride facilities at Peradeniya, Katugastota and Pallekelle. Explore the option of integrating Park’n’Ride within the lower levels of the Getambe bus overflow facility. •
Upgrade the urban rail stations between Peradeniya and Katugastota, and enhance their connectivity to their catchment area by improved walkways and provision of bays for local bus services. •
Improve passenger information, including maps, journey planners and real‐time information about bus routes and other services. Traffic Management Strategy for Kandy
The traffic management approach consists of the following main elements: •
Deflect all traffic that does not have a trip end in Kandy by developing and properly signposting suitable outer bypass roads. •
Deflect traffic within Kandy that does not have a trip end in the central area by designating, improving and properly signposting a set of inner bypass roads. •
Develop a comprehensive traffic management plan, including a circulation plan for all of Kandy’s central area and approach roads. •
Establish an effective traffic management regime for the city of Kandy, and the capacity to manage and enforce it, and adapt it as required over time. •
Balance the dual needs of Kandy as a ‘cultural and touristic city’, and Kandy as a ‘normal city’ of 130,000 inhabitants. •
Decongest the streets of Kandy by removing all unnecessary parking, loading and obstructions, so that all road space is once again available to function correctly. •
Allocate and manage the road space effectively to meet the needs of the city rather than the needs of those who opportunistically avail of it. •
Ensure effective access to the central commercial area and the cultural/ touristic areas. •
Prioritize public transport and pedestrians within the city, with greater priority to pedestrians in the core. •
Install traffic signals (and upgrade existing ones) so that they can manage traffic in accordance with the circulation plan. •
Establish, support and properly sign preferred routes for the primary flows of public transport and of pedestrians, and manage their interfaces with other traffic. •
Provide off‐street facilities for parking of private vehicles and storage of public transport vehicles when they are not in service. •
Construct two new off‐street car parks at strategic locations on the periphery of the Gridiron City. •
Manage deliveries and other logistics so that the function can be performed effectively, but with minimal negative impact (e.g. restrictions at peak times). •
Control the number of auto‐rickshaws so that they continue to offer a niche transportation service without the disruptive or intrusive effects •
Establish a ‘tranquil zone’ policy, requiring vehicles to make less noise at both technical and behavioural levels, and strengthen the requirements over time. •
Improve the management of visitor traffic on the eastern approach to the Temple area, by implementing a designated staging area for boarding and alighting, clearing all parked motor vehicles from the area, and requiring them to use the off‐street car parks. •
Establish a culture of effective enforcement and compliance. Overview of Proposed actions for Public Transport and Traffic Management
The proposed actions are summarised as follows, and detailed in the subsequent section. Public Transport
1) Major rehabilitation and reorganisation of the Kandy Multi‐Modal Transport Terminal (KMTT) at the current Goods Shed site. 2) Develop a new bus terminal at Getambe. 3) Develop a new bus terminal at Nittawela. 4) Develop a new bus terminal at Tennekumbura. 5) Prepare a comprehensive bus development and management plan, including a network redesign 6) Implement new operations systems at KMTT, including Bus Dispatching and Monitoring system and pre‐boarding ticketing system. 7) Upgrade the urban rail stations and their local connectivity. Traffic Management
1) Develop a comprehensive traffic management plan. 2) Implement selected elements of the traffic management plan, including traffic signals, circulation management, pedestrian facilities and delivery management. 3) Enhance on‐street parking. 4) Develop two off‐street parking facilities. All of the above measures are complementary, both within and between the Public Transport and the Traffic Management measures, and are the means of implementation of the transportation strategy described above. 1
Introduction
The Terms of Reference (ToR) for this study given as Appendix 1 for developing a long list of projects issued by the Urban Development Authority, to improve mobility within the Kandy City (Kandy Municipal Council area) and its environs initially included the following subcomponents: •
•
•
•
Public transport improvements Traffic and parking management Enhanced and safe pedestrian movements Strategic road improvements These were primarily based on the proposals for transport improvement recommended in the Kandy City Traffic Study (KCTS)1, supplemented with suggestions made by the different stakeholder agencies. The traffic and cordon survey data, including origin‐destination data of passenger and goods vehicles used in this study were gathered from a secondary source; namely the 2011 KCTS. In addition to the KCTS, data on bus terminal operations, bus parking, corridor travel times, origin‐destination interviews of bus and railway passengers as well as parking and origin‐destination data at Tomlin Park, where visitors arriving to the Maligawa park vehicles, were carried out in November 2013 under this study. Furthermore, design details of Tomlin Park and land details were collected as primary data from the relevant institutions during this study. The long list of projects covering all of the above sub components was submitted under Task A of the ToR on 5th December 2013. Task B, includes the incorporation of comments received to the report of Task A and the identification of 10 projects that are considered as being viable for implementation under the Kandy Transport Improvement Program (KTIP)further identified by those which can be commenced during2014. Task B submitted on 20th January 2014 also maps out for selected projects: the project description, institutional requirements for implementation, cost of the project and identified benefits. The report on Task C submitted on 20th of February 2014 as the Draft Final Report provide briefs for each of these projects as finalized in discussion with the client and the World Bank, together with their economic benefit analysis. This concluding Final Report includes the section on Social and Environmental impacts and addresses comments received on the Draft Final Report and further comments received are incorporated in to the Final Report dated 27 May 2014. 1
Department of Transport & Logistics Management, University of Moratuwa, Kandy City Transport Study, 2011 1.1
Study Team
The names of team members that provided inputs for this report are listed as follows: •
•
•
•
•
•
•
•
2
Prof. Amal S. Kumarage ‐ Team Leader, transport planner, project appraisal, public transport, traffic engineering and road safety Dr. I.H. Sathyaprasad‐ Traffic surveys and traffic management Dr. Udaya Dissanayake and Mr. Dinesh Gallage ‐ Quantities and cost estimation Mr. Janaka Weerawardena ‐ Transport surveys and transport analysis Mr. K. Jinapala ‐ Social impacts Dr. Anusha Kasige ‐ Environmental impacts Mr. Anushke Guneratne ‐ IT support systems Mr. J.P. Illesinghe ‐ Public transport regulation Transport Supply Characteristics
The Kandy Municipal Council (KMC) administrative area, referred to as Kandy City in this report, is served primarily by a road, railway and bus transport network. 2.1
Road Network
The main road network that provides access to Kandy City consists of the Kandy‐Colombo (A01) Road, Kandy‐Kurunegala (A10) Road, Kandy ‐ Jaffna (A09) Road, Kandy – Mahiyangana – Padiyatalawa (A26) Road, Raja Mawatha (B413) and Peradeniya ‐ Badulla‐Chenkalady (A05) Road. Three of the roads, A01 (together with the parallel William Gopallawa Mawatha ‐WGM), A09, and A26 provide direct connection to the Kandy City Centre or the Central Business District (CBD) and carry large volumes of traffic. Due to the geographical constraints imposed by the Mahaweli River and the Hantane mountain range, there are no circular or orbital road links between the radial roads that are of adequate capacity and speed to serve as suitable bypasses to the CBD, especially for heavy vehicles. Figure 2.1: Transport Network in Kandy The National Roads ‐ namely A and B class roads are administered by the Road Development Authority (RDA), while the C and D class roads are managed by the Provincial Road Development Authority and others of lower rank are managed by the KMC. There are several important nodes in the national road network in the periphery of the Kandy City; namely the Getambe and Peradeniya Junctions (A1/A5) at the southern‐most point, Katugastota (A9/A10) at the northern‐most point, and Tennekumbura (B26/B413) at the eastern‐most point. The road distance between the above nodes when travelling through the city center is shown in Table 2‐1. The road distance between these three nodes averages around 9 km and is an important section of the national road network. Table 2‐1: Road Distance through City Centre between Nodes (km) End Node Getambe Katugastota Tennekumbura Getambe Katugastota Tennekumbura ‐ 8.9 9.3 8.9 ‐ 8.9 9.3 8.9 ‐ The direct access roads mentioned above are generally of good quality but are congested for most of the day, while the roads that connect these nodes bypassing the city center are mostly of sub‐standard design and limited capacity. Table 2‐2 gives the summary of travel speeds on the main and by‐pass roads. Table 2‐2: Main Road Distance through City Centre between Nodes (km) Distance (km) Road Average Daily Std Range Deviation (Min, Max) A1: Peradeniya to Clock Tower 6.2 21.5 7.9 9.8‐39.9 Junction (Kandy) AB42: William Goppallawa Mw 6.2 24.1 5.2 18.3‐36.6 (Peradeniya to Clock Tower Junction) A9: Clock Tower Junction to 4.4 19.4 4.8 12.7‐31.6 Katugastota Junction A26: Clock Tower Junction to 7.7 24.0 3.5 17.8‐29.6 Tennekumbura Junction via Sri The alternative bypass routes available for travel between the above three nodes without travelling through the CBD are shown in Table 2‐3. There are four major road crossings of the Mahaweli River at Peradeniya, Getambe, Katugastota and Tennekumbura. There are a further two minor crossings at Polgolla and Lewella. There are a total of 14 lanes of traffic for crossing of the Mahaweli River into the Kandy Municipal Area on these six bridges. There are around 80 km of municipal roads within the KMC most of them being one lane roads. There are four major railway level crossings in the study area; at Getambe, Heerassagala junction; Goods Shed road and at Mahaiyawa. Table 2‐3: Alternative By‐pass Routes Node Connections Distance through City Getambe ‐ Katugastota 8.9 km Katugastota ‐ Tennekumbura 8.9 km Tennekumbura ‐ Getambe 9.3 km Attentive bypass roads B365‐ Guhagoda Road (7.2km), a substandard 2‐lane, Asphalt Concrete surfaced road in good condition but with some sections of high grade and curvature. B069 Buwelikade to Lewella and B550‐Dharmasoka Mawatha, from Lewella to Nittawela of intermediate lane width in good condition, also of moderate curvature. B069 Buwelikade to Lewella and Dutugemunu Mawatha (KMC road) along the right hand bank of the Mahaweli River to Mawilmada and then a municipal road to Nittawela, of single lane width needing substantial improvements. B205 from Katugastota to Madawela and then B256 from Madawela to Digana. No attractive routes available due to the adverse terrain and geography. The only route is the Pichchamal Mawatha, a municipal road from Gurudeniya to Ampitiya which then has to connect to B518 Sri Sangaraja Mw via the B195 Ampitiya Road.A partial solution for traffic arriving along the A26 is the combination of the above suggestions by improving the B256, B205 and B365 which will connect Digana to Getambe via Madawala, Katugastota and Guhagoda. Within the CBD area, the A26 is closed for motorized traffic adjacent to the Sri Dalada Maligawa (Temple of the Sacred Tooth) , diverting traffic around the lake using the Sri Sangaraja Mawatha which is an additional distance of nearly 3 km. The A1 ‐Sirimavo Bandaranayake Mawatha as well as the A9‐ Katugastota Road are busy shopping streets. The roads in the northern section of the city where a north‐
south and east‐west gridiron street network exist is used for circulation and parking for vehicles accessing the commercial establishments in that area. The average speed within the CBD ranges between 16 and 37 km/hr during the day. While some roads disallow on‐street parking, those carrying lower traffic levels allow on‐street parking. In the gridiron area, parking fees are collected. The primary off‐street parking facility is at the Kandy City Centre. Figure 2.2: Road Network and features in Kandy CBD 2.2
Rail Network
The Sri Lanka Railways, a government department, administers all railway operations within the country. There are two single track railway lines to Kandy City: the ‘Main Line’ which is actually a section branching off the Main Line from Peradeniya to Kandy approaching the city from the south‐west, and the Matale line to the north. Both of which provide rail access to Kandy city, for intercity travel as well as for urban commute. The railway is well positioned to cater to Kandy urban commuters as it connects many of the suburban centres such as Peradeniya, Kadugannawa, Gampola, Katugastota, Watthegama and Matale. The line to Peradeniya averages reasonable travel speeds of just under 30 km/hr while the Matale line manages around 20 km/hr. The line between Peradeniya and Kandy is currently being made a double track one. There are around 20 train movements per day summarised as follows. •
•
Matale Line ‐Kandy to Matale – 6 (one from Colombo Fort and one from Peradeniya) Main Line ‐ Kandy to Polgahawela – 3; Kandy to Badulla – 1; Kandy to Colombo Fort – 4(including 1 Matale train); Kandy to Galle – 1; Kandy (from Matale) to Peradeniya – 2; Kandy to Nawalapitiya – 2; Kandy to Rambukkana – 1 and Kandy (from Fort) to Hatton – 1. Table 2‐4: Rail Accessibility to Kandy (2014) From Station Kadugannawa Gampola Peradeniya Matale Distance (km) Travel Time (min) 15.2 18.0 5.9 27.0 36
40
12
83
No of Stations/ 3rd Class Sub Stations/ Fare (Rs.) Halts 4/ 1/ 4
3/ 1/ 8
2/ 1/ 3
5/ 6/ 9
15.00
20.00
10.00
25.00
No. of Trains (Per day) 10 7 20 6 No. of Trains (During Morning Peak) 1
2
3
2
Stations: A shown in Figure 2.3, Kandy railway station is located next to the main bus station, the Goods Shed, making it highly favourable for rail‐bus integration, even though this is not happening at present. In addition to the Kandy Railway Station, there are four railway stations and one substation, located within the study area. Peradeniya Æ Sarasavi Uyana Æ RajawattaÆ Randles HaltÆ SuduhumpolaÆ KANDYÆ Asgiriya HaltÆ, Mahaiyawa Æ Mawilmada Æ Katugastota
Figure 2.3: Railway Network in Kandy Another substation, a stop and two other stations are located immediately outside the study area. Total length of railway from Peradeniya to Katugastota is approximately 11 km wherethe average station spacing is 1.2 km making it suitable for a commuter service. The rail track, from Getambe to Katugastota through Kandy, closely follows several major trip attractors such as popular schools, commercial and employment centres. Owing to the local traffic congestion and increased travel times on the national roads, long‐distance rail transport from Kandy has shown some promise in the recent past, especially with the introduction of intercity train services to Colombo. The average travel times of 160 minutes for intercity trains and 190 minutes for normal trains are still very attractive compared to the travel times of buses, which can vary between 180 minutes for intercity luxury buses and 210 minutes for normal buses. However, the modal share carried by rail services is 2% when compared to road‐based transport. 2.3
Bus Transport
Both intra‐provincial and inter‐provincial bus services serve the City of Kandy making it a national and regional hub for bus transport. As reported by the Central Province Road Passenger Transport Authority, (RPTA) there are 152 intra‐provincial routes (to 124 destinations) operated by 1,103 private buses and a further 64 inter‐provincial routes (to 45 destinations) operated by 776 private buses. Additionally, there are approximately 500‐600 Sri Lanka Transport Board (SLTB) buses that ply the same routes. Of all these services, only 15 inter‐provincial services with 110 buses run through the CBD. All the other services including Sri Lanka Transport Board buses terminate in Kandy CBD. It is especially noted that none of the local or provincial services run through the CBD. An estimated average of 50002route buses arrive within Kandy city daily. Of these1,100services are termed long distance operating from destinations outside the Central Province, while 300 services were considered local where the origins were within the city. The majority of 3,600 services are classified as regional being those arriving from outside the city but within the province. The National Transport Commission (NTC) regulates the inter‐provincial operations, while all other private bus operations are regulated by the RPTA. The SLTB buses are state owned and are managed through a number of depots. The operations of the SLTB which comes under the Ministry of Transport are self‐regulated. 2.3.1
Terminals
Public passenger buses terminating at the Goods Shed, Clock Tower3 and Torrington are provided a combined platform space for approximately80 buses. Of these, only the Goods Shed, a former railway building has a passenger facility. This too is over crowded with buses, making it operationally inefficient and unsafe for passengers. The Clock Tower terminal is a roadside facility that is now being developed. On average 100 buses with a peak of 170 buses are parked awaiting their turn ,along roadsides mostly within the CBD. This is in addition to the buses parked at the Bogambara bus park where up to 90 buses could be parked. Thus between 300 and 470 buses are stored at a given time of the day within the CBD. It is noted that passengers alight at numerous locations around the city centre as buses do not always arrive directly to the departing terminal. The number of buses arriving at these facilities exceeds the facility capacity, and their activities spill out to the adjacent roads interfering severely with the traffic flow. In addition, the bus routing system where 4,900 of the bus trips terminate within the city, forces a large flow of pedestrians to walk long distances from the bus terminals to their destination, adding to the traffic congestion on a limited road network. The number of destinations served by private buses operating out of each bus terminal is shown in Table 2‐5. Table 2‐5: Destinations served by Private Bus Services Operating at Each Terminal Bus Stand Goods Shed Clock Tower4 Torrington Number of Destinations served Intra‐ Provincial Inter‐Provincial 98 63 15 28 1 (AC‐Colombo) None The terminals are managed by the provincial Road Passenger Transport Authority (RPTA). The SLTB buses also use this while the long‐distance private buses regulated by the NTC are also allowed use 2
The average 12 hour count during day time was 4,150 and factored by 1,2 for a 24 hr estimate. Currently this terminal is closed for rehabilitation and is used as a bus stop only. Scheduled date for opening is not decided. 4
These are currently starting from Goods Shed 3
through the levy of terminal access fees. The RPTA fees do not allow for the development required of any of the current terminal facilities. While they have applied for funding for same from the province and from central government sources, such requests have been turned down for Kandy even though around 10 smaller terminals in provincial towns have been developed in the last 10 years, mostly through ADB financing. The RPTA manages the private bus operations of the Goods Shed terminal while the SLTB manages its own operations as well. There is no formal mechanism for management as the land technically belongs to the Sri Lanka Railway. There are several small shops between the bus terminal and railway, with no direct access from the bus terminal to the railway station. 3
Features of Demand for Transport
3.1
Demography and Geography
The Kandy Urban Development Area (KUDA) defined by the Urban Development Authority is a dense and diversified urban center, which has been administered as a municipality since 1939. It was declared a World Heritage Site in 1988. The population estimated for the Kandy City area considered in the KCTS Study in 2011is 130,000 adjusted from the population of 149,680 for Four Gravets Divisional Secretariat Divisions (DSD) as per census of 2001. The Kandy Four Gravets DSD records the highest population density in the Central Province with an estimated 2,537 persons per sq. km. The CBD at 400‐650 meters above Mean Sea Level is located in an elevated basin surrounded by hills. Having evolved as a city for the last 600 years, Kandy is a major cultural, commercial, administrative and transport center; one of the most revered cities in the world. Kandy’s major challenge is sustaining the heritage values and living society, and its particular diversity and density. Kandy is a major tourist center with several star class hotels, many smaller hotels and other lodging facilities. 3.2
Passenger Movement Patterns
Around 325,000 people enter the Kandy City during the 12 hour day time of a weekday, of which around 90,000 arrive for employment and 60,000 for education. Currently, the share of public transport is around 64% of motorized trips of which the railway share is only 2%; well below that of Colombo and also the national modal share. Around 19% continue their travel through the city. The buses entering the city are estimated to make 5,000 trips carrying 200,000 passengers. At the same time there are around 1,000 school vans entering the city on school days carrying over 16,000 passengers. The balance made up of nearly 45,000 private vehicles that dominate the traffic flow, carry around 100,000 passengers in to the city. 3.3
Land Use and Trip Purposes
Work and educational trips, respectively make up around 31% and 13% of all trips by private vehicle on average at the city boundary. Trip purpose distribution on a Saturday shows a reduction of work trips to 20% and educational trips to 8%. However trips for shopping and recreational activities significantly increase on a Saturday from 38% to 50%. Most of the trips attracted to activity in the city have their origin trip ends inside the CBD and not anywhere else in Kandy city. The primary reason for this could be the terrain and narrow access lanes in the area of the city outside the CBD which is not favorable for commercial development. Commercial activity is confined to the CBD and along the major road corridors. The major trip attractors are identified as follows; •
Schools: Approximately 63,000 daily passengers. There are over 40 schools including 23 major schools, with at least 500 students each that are located within the city with a total student population of 63,387 and 2,875 teachers •
General Hospital: Approximately 7,500 daily passengers. •
Temple of Tooth: Temple of Tooth and other Archeological Sites where an estimated 6,000 people visit on and average day. •
District Secretariat : Approximately 2,000 daily passengers plus those who travel to other government offices in the area. •
Market: This is a wholesale and retail market which attracts approximately 25,000 daily passengers. •
3.4
Kandy City Centre: This commercial complex attracts approximately 2,500 daily passengers. Vehicle Ownership and Traffic Flow
Kandy City5 records 40,000 registered vehicles, a high vehicle ownership rate of 255 vehicles per 1,000 persons. This is nearly twice that of the national average and continues to increase keeping with the economic growth rate. Table 3‐1 gives the vehicular traffic and passenger flow by corridor to the Kandy City. Of the 56,000 vehicles arriving daily, the south‐western approach from Peradeniya (Getambe) direction handles around 21,000 vehicles per day, while the northern approach at Katugastota and the eastern approach at Tennekumbura combined handle around 17,000 vehicles per day. 5
Represented by the Four Gravets and Gangawata Korale DSDs. Table 3‐1: Vehicle & Passenger Flows at City Boundary by Major Corridor 2-way, 24 Hour Flow
Corridor
Vehicles
Nos.
%
Sirimavo Bandaranayake Mw.
William Gopallawa Mw.
Katugastota Road
Polgolla Road
Sirimalwatta Road
Hewaheta Road
Ampitiya Road
20,486
21,306
34,317
4,051
4,282
19,447
8,281
Total 112,170
18.3%
19.0%
30.6%
3.6%
3.8%
17.3%
7.4%
Passengers
Nos.
%
127,581
125,284
217,678
8,310
11,644
103,995
42,044
636,536
20.0%
19.7%
34.2%
1.3%
1.8%
16.3%
6.6%
Around 65% of the traffic flow comprises of motorcycles, three‐wheelers and four wheeled private vehicles in almost equal numbers. Van services make up around 12% and buses just under 10%, with the balance being goods transport vehicles numbering around 5,500 entries. Due to the hilly terrain non‐motorized vehicle use is below 1%. Guhagoda Road which is a north‐south oriented linkage to the west of the city carries around 11,000 vehicles per day with 28,000 passengers. But it does not have a significant bus transport service. There is no proper east‐west linkage to the north of the city that connects the major road junctions of Tennekumbura to Katugastota. However the road connecting Digana, Madawela and Tennekumbura is currently the most used outer‐bypass. There is no connection to the east of the city connecting Getambe/Peradeniya to Tennekumbura due to the Hantane mountain range. Dharmasoka Mawatha is an inner bypass for north‐east directional traffic between Lewella and Nittawela connecting Lewella Road and Katugastota Road respectively. This serves high‐density residential areas on the north‐eastern side of the Kandy Municipal area. This road carries 12,000 vehicles per day with over 28,000 passengers including those from a bus service. All CBD roads including the Anniwatte Road carry a total of around 28,000 vehicles per day, accounting for about 25% of traffic entering the CBD. Figure 3.1:Vehicle and Passenger Traffic Flows 3.5
3.5.1
Origin-Destination of Traffic Movements
Private Vehicles
59.5% of private vehicle trips or 51,000 vehicles, entering the city have their trip‐ends within the CBD. Another 16.3% or around 14,000 private vehicles entering the city do not terminate within the city, and instead go through the city to terminate outside. Beside these trips entering the CBD along the major arteries, there are around 20,000 vehicle trips arriving through minor corridors such as Ampitiya Road, Rajaphilla Mawatha and others. 3.5.2
Goods Vehicles
Around 13,250 goods vehicles, making up 11.8% of the total traffic flow, cross the city cordon daily. Foodstuffs, Building Materials and Industrial Products dominate the commodity types carried across the city. Of this, special consideration is made of the movement of around 2,500 trucks carrying building materials, of which around 1,100 movements are heavily loaded vehicles from outside the city travelling to a destination beyond Kandy but passing through both the city as well as the CBD. There are an estimated 225 tipper trucks carrying sand from Mahiyangana in the east, that go through the study area daily. 3.5.3
Bus Transport
The CBD cordon handles 10,182 bus movements per day carrying 427,628 passengers in the two‐way count of 24 hours. The average occupancy rate of buses at the CBD cordon is 42.1 while for the city boundary it is 40.4. During peak periods this increases to an unacceptable 49.1 at CBD cordon and an even more unacceptable 56.7 passengers per bus at the city boundary cordon. It is shown that 47.2% of the passengers boarding at the terminals within the city (approximately 200,000) have one end of their trip in the Kandy CBD. Of these trips, the major origins are, in order, Pilimatalawa, Yatinuwara and Kundasale followed by Harispattuwa, Katugastota, Udunuwera and Pathadumbara DSDs. Of passengers boarding the long distance inter provincial buses, approximately 18,000 passengers have their origins in the CBD. Inter‐provincial passengers amount to 1/3rd of all passenger boardings, highlighting the importance of Kandy bus terminals in the national bus network. Around 50% of passengers have both their trip ends outside the study area. This means around 100,000 passengers arrive in the CBD just in order to transfer from one bus to another. 3.5.4
Railway Services
Around 6,000 passengers arrive by railway to the city every day making it less than 2% of the traffic load of the CBD. The origin‐destination surveys show that over 50% of these passengers are from out of province, using long distance trains. Short distance trains, serving stations such as Peradeniya, Gampola, Kadugannawa, Katugastota and Watthegama attract only around 100 trips a day. Given that the railway operates 20 trains a day this is well below par and indicates an under performance of the railway compared to Colombo. 3.5.5
School Services
There is an estimated 1,000 school vans transporting students to Kandy of which around 850 were registered at the provincial RPTA in 2010. 3.6
Traffic Management
The Clock Tower Junction and Lake Round Junction have the highest junction vehicle flows with over 40,000 vehicles per day. Additionally, the Police Station Junction, Bus Stand Junction and Municipal council Junction have around 35,000 vehicle movements per day. However it is observed that the junctions within the central road grid such as the Mosque Junction and Raja Veediya‐Kotugodalla Veediya Junction records movements of less than 20,000 vehicles per day while all other junctions average between 20,000 to 35,000 vehicles per day. Some links on SWRD Bandaranayake Mawatha, William Goppallawa Mawatha and Dalada Veediya have flows exceeding 30,000 vehicles per day while, Colombo Street and Kotugodalla Veediya, located within the central grid that do not have through traffic and are not served by buses, record lower traffic flows of under 10,000 vehicles per day. Most other links have between 20,000 to 30,000 vehicles per day on the major links and between 10,000 to 20,000 vehicles per day on the minor roads. 3.6.1
Pedestrian
Of the 200,000 bus passengers who arrive daily to the CBD around 50% become pedestrians as they have to walk to their final destinations within the CBD. The flow rate varies across the CBD. The highest flows are on Dalada Veediya which was observed to carry over 7,500 pedestrians per hour. The roads around the Good Shed Bus terminal and access roads from the bus terminal to the business areas also carry high pedestrian flows. The poor integration of transport modes and facilities available are obvious reasons for the incessant pedestrian flows throughout the day and throughout the city contributing to traffic congestion in many parts of the city. 3.7
Parking
Parking supplied in off‐street car‐parks in the Kandy CBD has been estimated at around 1,760 spaces, with 862 of those being at the Kandy City centre public park. Many of the roads in the historic centre have on‐street paid parking. Parking is also provided on sections of the main trunk roads where there is high roadside development and demand for parking. The total parking supply available is estimated at around 3,225 spaces6. Demand for roadside parking, particularly in the gridiron area of the CBD, seems to surpass the available capacity in some cases with actual parking exceeding 150% of the legal parking capacity of the link. Daily parking load of the 55 road links in the CBD where roadside parking is allowed is 14,667 vehicles. Parking of buses, goods vehicles and vans is not an unusually large problem when compared to other vehicles, except in specific locations within the CBD. It is noted that three‐wheelers make up 30% of the demand for parking. Average parking durations observed in the different streets in Kandy CBD has varied from less than 30 minutes to 105 minutes. Out of the total 825 on‐street parking spaces available in CBD, 118 spaces or 14.3 % were occupied for durations greater than 8 hours. However, the average parking turnover for the 11‐hour period remained at only 17.8 minutes, due to a large proportion of very short‐duration parkers. Average daily parking load at KMC car park was 2,476 with a daily turnover rate of 2.9 per space. 66% of the vehicles parked at the KMC car park belonged to the car/jeep category, followed by 23% vans. Percentages of motorcycles, three‐wheelers and goods vehicles were as low as 4%, 5% and 2% respectively. It is observed that, although the parking utilization at roadside parking was above 100%, the utilization of the Kandy city car park was only 70% to 80%. The practice of long‐duration parking in the roadside is now being discontinued, encouraging the use of the off street facilities. On‐street parking has also been outsourced to the private sector, leading to better revenues for the KMC as well as better management of parking operations. 6
Feasibility Report of the Kandy Multi‐Storied Car Park, DCL (2001) and Kandy City Transport Study, University of Moratuwa, 2011. 3.8
Travel Speed and Traffic Congestion
The sharpest traffic peak for inbound trips occurs between 0630‐0645 hrs and followed by another rise between 0800 to 0815 hrs. The sharpest peak for the outbound trips is also during the mornings during the period of 0730‐0745 hrs followed by several local peaks as the day goes on. This is due to the in‐
bound school traffic, outbound traffic after dropping children at school and in‐bound traffic to work. Traffic levels are fairly consistent throughout the day thereafter, tailing off only after 1900 hrs with directional split being very much equal at all times. The network speed during the peak period is calculated at 16.7 km/hr while the off peak speed is calculated at 25.7 km/hr. However the speeds on the busier roads are below this average, with peak period flows recording between 4 km/hr to 15 km/hr. It is seen that the actual capacity (LOS) of some of the road links is much less than the calculated capacity. The examples are George E. de Silva Mawatha and Wariyapola Sri Sumangala Mawatha where the actual observed speeds are only 4 ‐14 km/h during peak periods and 16 ‐21 km/h during off peak hours. Poor traffic management seems to be a prevalent cause for this. Similar conditions can be found on most of the other roads, expect for SWRD Bandaranayake Mawatha, Katugastota Road, D. S. Senanayaka Veediya, Sangaraja Mawatha and William Goppallawa Mawatha. Of the major approaches, the approaches from Getambe are currently the most satisfactory with Sirimavo Bandaranayake Mawatha showing average speed of 19 km/hr and William Gopallawa Mw showing 27 km/hr. The roads outside the CBD area such as the Guhagoda Road, Hewaheta Road and Ampitiya Road show much higher average speeds during peak period at around 30 km/hr. While the speed restraints on the major corridors are imposed by traffic levels, these speeds on the bypass roads and other minor roads are imposed by poor geometry and restricted width. 4
Main Issues
It is likely that the current trend of motorization in Sri Lanka will continue. Motor vehicle ownership has been increasing at over 8% p.a. over the past decade. With per capita incomes expected to increase by over 6% p.a., vehicle ownership is also likely to increase at a higher rate. The unrestricted use of vehicles keeping with increasing vehicle ownership is likely to result in increasing demand for private travel in and around Kandy over the next few decades. The KCTS concludes that for the current level of motor vehicle ownership and transport activity, Kandy City has advanced symptoms of traffic congestion, depreciated level of service of both bus and railway transport and poor pedestrian facilities. The primary issue observed is that the current transport network in Kandy has evolved as a process of capacity expansion through individual interventions over time and is not one that has been developed as a planned multi‐modal network. As a result, no integrated transport plan exists for Kandy. The current transport operations are not coordinated among agencies and as such, even the limited transport capacities are not fully utilized. The consequence is that transport within the city has become unwieldy and inefficient. The resulting constraints to mobility acts as a barrier for further development of Kandy in both quality of life and volume of business. The key problems in the current transport supply can be identified as follows. •
•
•
•
•
•
•
•
•
•
•
•
•
The absence of a comprehensive overall multi‐modal transport strategy. The absence of a transport demand management strategy to improve and sustain access speeds and traffic circulation within the city, where currently the speeds on several key links fall below 10 km/hr many times a day. Although there are several bypass connections to the CBD, they are not up to adequate standard to divert all through traffic away from the city centre. Currently around 16% of the traffic burden within the CBD is divertible. The east‐south movement has no suitable by‐pass road. The diversion of traffic due to the road closures of the Dalada Veediya near the Temple of Tooth causes an increase in vehicular movements within the CBD increasing travel cost, times and pollutant levels. Access to areas east of the city have become more constrained compared to the southern and northern accesses. The access from the west is also constrained due to the river. There are over 4,800 buses terminating within the CBD. This combined with the scattered nature of bus terminals, stops, alighting stops and bus parks makes the entire city a virtual bus terminal. The RPTA which manages the terminals have not had access to finances required to develop these terminals. The bus operational management system is mostly manual and thus inefficient due to the large number of routes, buses and passengers that are served from Kandy. The quality of bus transport is moderate, but inadequate to provide a satisfactory service to passengers who could own and use a private vehicle. The facilities for parking and access for local and foreign tourists visiting the Temple of the Tooth are inadequate. This is particularly severe for buses carrying pilgrims and tourists. Large pedestrian flows between the bus terminals as well as to and from other trip attractors located within the CBD obstruct the free flow of traffic. Safe pedestrian infrastructure is not available in most places. The railway is largely underutilized and its contribution to the overall transport supply is inadequate. Access to most stations are hindered due to developments that have come up since the stations were constructed, many decades earlier. There is a deficit in the demand for vehicle parking within the CBD, especially towards the gridiron city quarter and area to the north along A9 and Trincomalee Street. High traffic densities within CBD cause different negative impacts. This includes noise and air pollution making its transport activity inconsistent with the environment required for Kandy as a Heritage City. The contribution of a large number of buses circulating around the Goods Shed area is a particular reason. There are over 1,000 private vans and a further 10,000 private vehicles carrying students to schools daily. These cause severe impact to traffic flow in the mornings and afternoons. •
•
•
•
•
5
There is a demand for on‐street car parking spaces within the CBD and along the major corridors which restricts traffic flow. In the long‐term, even if the required transport capacity is achieved and all above constraints are solved, it will still be a problem to sustain free flow due to increasing demand for motorization. The current road sections are not of standard design and often of varying cross‐section and land width. Intersections are not up to international standard in terms of land width, markings and signs. There are in many cases, no clear separation between moving traffic, pedestrians and parked vehicles. This causes reduction in efficiency and accidents. Due to constraints in topography, several areas within the Kandy city, especially those in hilly terrain and adjacent to the river are yet to be fully developed. This is due to constrained access and inadequate supply of public transport. The access and safety for the physically challenged when using existing road infrastructure and public transport services is minimal. Interventions Proposed
5.1
Goals and Objectives:
This study proposes five goals as relevant for improving transport supply for developing the Kandy City and for managing the future demand of mobility so that such development can be sustained. The objectives by which the achievement of these goals can be measured are also discussed below. Table 5‐1: Transport Sector Goals and Objectives for Developing Kandy Goals Create New Economic Opportunities 7
Objectives7 • To facilitate more people to access Kandy for work, study and business as well as foreign and local tourists, increasing person trip entries to the CBD from 325,000 in 2011 to500,000 per day by 2025. • To ensure that transportation activity that has no significant economic impact on Kandy city is relocated away from the CBD so that all trips to CBD create the highest economic impacts. • To open up hitherto under‐developed areas within the Kandy Specific development objectives are not found in existing planning documents. Objectives7 Goals Improve Efficiency of the Transport System Improve Social Equity Consolidate Status as a Heritage City Improve and Sustain Livability 5.2
• To ensure that current road and rail capacity as well as the bus transport network is fully utilized and integrated to supply efficient transport at reduced cost and time with improved comfort and convenience. • To improve the efficiency of the road traffic movement in order to attain congestion free traffic flow conditions. • To make available an appropriate number of parking spaces for motorized access to businesses in the CBD. • To ensure that there is adequate choice of transport modes including quality public transport services available so that people accessing Kandy, especially those with lower incomes are not disturbed. • To manage transport and traffic activity to ensure free flow conditions where the peaceful and tranquil ambience necessary to support Kandy as a heritage city can be maintained so that it’s religious and tourist character can be retained. • To facilitate greater pedestrian activity especially for tourist to safely enjoy the different features within the CBD. • To reduce traffic congestion, delays, traffic accidents and negative environmental impacts through a modernized and integrated multi modal transport management and traffic control systems. • To ensure that the city continues to be able to sustain free flow traffic conditions through an appropriate Transport Demand Management (TDM) measures to restrict private vehicle travel which in turn can be achieved only through developing and maintaining quality public transport services. Strategic Interventions
The following strategic interventions are proposed to achieve the above objectives. These interventions are classified under (a) public transport improvement and (b) traffic management: 5.2.1
•
•
•
•
Public Transport Improvements (PT)
To immediately reduce all unnecessary and redundant bus movements within the CBD including parking, through the construction of new satellite terminals at the periphery of the city. To reduce unnecessary pedestrian movements within the CBD through the re‐routing of buses running through the city up to the satellite terminals. To improve passenger convenience by constructing a modern multi‐modal transport terminal by integrating the Railway Station with the Good Shed bus terminal. To improve utilization of the current railway services through modernizing and improving access to stations and improved operation of train services. •
•
•
•
5.2.2
•
•
•
•
•
5.3
To streamline school transport through improving public transport access and proper management of school transport services. To streamline the taxi industry by upgrading vehicles and also reducing negative impacts. To improve the internal mobility of those living and working in Kandy city. Improve and sustain the quality and service levels of public transport access to CBD to match quality of private vehicle use. Traffic Management (TM )
To reduce on‐street parking in the CBD through creation of several off‐street parking lots. To improve the traffic and pedestrian circulation system and control within the CBD through appropriate traffic management schemes and designs. This includes new links and one way systems, intersection controls including signalization, pedestrian paths and walkways. To reduce the use of roads within the city and the CBD by those vehicles passing through, by improving bypass roads and constructing new bypasses. To reduce the negative impacts, especially noise and air quality from emissions as well as safety. The improvement to aesthetics is also highly desirable. To develop a Transport Demand Management (TDM) strategy to keep the growth of transport demand within CBD and Kandy City within sustainable limits in the future. Strategic Plan
The strategic plan adopted in this study proposes to set out the most effective approach to solve as many of the issues identified in the previous chapter in pursuit of the objectives and goals set out above. It also examines the different projects that could possibly be included in the KTIP component of the Strategic Cities Development Project of the World Bank to be undertaken by the Ministry of Defense and Urban Development. The most important single immediate issue that needs to be done in order to allow the regeneration of urban space in Kandy is the calming of the bus transport activities. The most important long term issue that threatens sustainability of the urban livability and activities in Kandy is also the lack of development of bus transport. This will be a counter measure against the rapidly increasing motorization which cannot be accommodated within the Kandy city. As such the strategic approach will be the spearheading of immediate attention on improving bus transport. In this respect it is noted that at present 64% of the bus passengers are using the system .This translates to nearly 400,000 passenger movements through the Kandy city. This action would also have a direct impact on the largest number of beneficiaries. The roll out of this strategy includes as pre‐requisite, developing a set of satellite terminals whereby the bus route reorganization can be done as an activity that would precede the construction of a modern bus terminal in Kandy. This would integrate under one roof, all the modes of public transport. It would also require the improvement of the management capacities of the new multi‐modal terminal in terms of operational tools including dispatching, ticketing and information systems, as well as the institutional capacity improvements through human resource developments as well as support for the development of the different service providers. A complementary strategy would be to initiate the long‐term recovery of the railways as a commuter service to Kandy. This is proposed on the back of the current project of double tracking the line between Peradeniya and Kandy by the Sri Lanka Railways, enabling faster and higher frequency train operations. While the proposed multi‐modal terminal in Kandy will enable greater access to the railway, the large number of smaller stations that are centrally located but poorly used will also be needing improvement. Improving access and a modest upgrade of physical facilities to encourage community based access to the railways will encourage its use as a commuter mode. A second strategy would be to implement a traffic management plan for the CBD that would complement the improvements to public transport. This would centre around a four pronged approach namely (a) development of a strategic traffic management plan, (b) improving traffic management measures on the major access roads, (c) improving the capacity of by‐pass roads, (d) improving the traffic management system within the CBD including centralized traffic control, intersection control, on‐
street parking management and improving sidewalk and crossing facilities for pedestrians and (e) increasing the off‐street parking facilities and off‐road walkways for pedestrians. These projects are identified as being the most effective to improve road based access to the city as well as circulation within the city. The strategic plan would necessarily have to be in place as a pre‐requisite to determine the design requirements of each of the other components. The strategic plan should also identify the long term traffic demand management of the city so that improved road traffic conditions could be sustained even when incomes increase and vehicle ownership increases. 6
Selection of Projects
The list of projects given below include projects initially identified in the Kandy City Transport Study, and those included in the Terms of Reference for this study. These are recommended on the basis of the strategic implementation strategy set out in Chapter 5 for consideration of implementing under the KTIP. These projects will be further short listed into short term (projects that can start in 2014) and medium term interventions(projects that can start in 2015 or once the relevant prerequisite short term projects are completed) under the proposed implementation strategy. The projects include (a) technical assistance projects which are required to develop an integration plan for the detailed design and operations of the required transport function identified in this report, (b) infrastructure projects recommended under sub‐components (i) public transport and (ii) traffic & parking management. 6.1
TA1.
TA2.
Technical Assistance to Develop Integrated Functional Design & Operations Plans
Public transport development and operations plan Strategic traffic management plan 6.2
Public Transport Infrastructure Improvements
The strategic intervention in public transport improvement will be necessary to provide the required transport infrastructure in order to increase the quality of service so that it may compete with car use when per capita incomes increase over time. This is essentially to ensure that the infrastructure investment is sustainable across rapid motorization which can be expected in developing countries where per capita incomes are expected to increase quickly. The public transport infrastructure improvements identified in Chapter 5 are grouped in to the following projects: PT1. Design, Construction & Operation of the Kandy Multimodal Transport Terminal (KMTT) PT2. Design, Construction and Operation of 3 peripheral satellite bus terminals PT3. Modernize railway stations and improve access 6.3
Traffic & Parking Management
This section can also be titled Traffic Demand Management (also commonly referred to as Travel Demand Management‐TDM) as it better expresses the strategic intervention required to support a public transport orientation for providing mobility solutions for Kandy. It is increasingly well established that in older cities such as Kandy, rising population density and per capita income is likely to result in motorization. In such conditions only public transport solutions are likely to be sustainable. However it is also well established that TDM measures need to be implemented in conjunction with public transport improvements in order to ensure that growth of traffic growth is curtailed within the road space that can be made available. The examples of Singapore in the 1990s, Bogota and London in the 1990s and South Korean cities in more recent times are to be taken note of where high quality public transport accompanied by road pricing and control of parking have led to greener and more livable cities. This strategy to be implemented in Kandy requires the following key project interventions as follows: TM1. Improving capacity and traffic management measures on major access roads. TM2. Improving the capacity and speed of by‐pass roads. TM3. Improving the traffic management system and on‐street improvements within the CBD (including centralized traffic control, intersection control, on‐street parking management and improving sidewalk and crossing facilities for pedestrians). TM4. Increasing the off‐street parking facilities and off‐road walkways for pedestrians in CBD. 6.4
Preliminary Listing of Projects (Long List)
The projects identified above are assessed based on their potential contributions towards the overall outcomes and objectives to be achieved as given in Chapter 4. Heritage City Sustainability Social Equity Efficiency Objectives met by Project Project/Sub projects New Economic Opportunities Table 6‐1:Assessment of Long List of Projects Assessment of Requirement of Project TA: Kandy Transport Development Management Plan (KTDMP) TA1.
Public Transport Development and Management Plan (TA) TA2.
Strategic Traffic Demand Management Plan (TA) Design circulation plan including centralized traffic control system; management of goods transport; investigate long term traffic management strategy To have an operation level plan to improve bus service routing, scheduling and management to ensure that (a) infrastructure is designed for exact functional requirements and (b) bus operations are aligned to new infrastructure features. To have a strategic plan to design improvements to traffic and intersection control, improved safety, reduce pollutant levels and one that would be sustainable in the future. Study road pricing system for controlling traffic growth. ** *** *** *** *** ** ** Required to ensure that new infrastructure (PT1 and PT2) will be designed as required and that they will continue to perform at a desired level. Require a functional design for the proper design of traffic management infrastructure to be developed under TM3 & TM4. Also to have a strategic plan to sustain manageability of the infrastructure.. PT: Public Transport Infrastructure PT1.
Design, Construction and Operation of the Kandy Multimodal Transport Terminal (KMTT) Will reduce the current negative impact on traffic flow from bus operations and provides for improved public transport in the long‐term that will facilitate more persons to arrive in the city for work, business and leisure than at present and also at lesser cost and time delays. *** *** *** *** ** Over 200,000 beneficiaries and provide relief for traffic movement in CBD, improves livability and provides for a sustainable transport network PT2.
Design, Construction and Operation of 3 peripheral satellite terminals at Getambe, Nittawela and Tennekumbura PT3.
Modernization of Railway Stations and improvement of Access Provides relief for the implementation of the KMTT and the start of cross town services as well as off street bus parking. Also provide access to undeveloped land in Kandy city and suburbs in long‐term. Improves access to railway and provides for developing an alternate to manage road congestion through TDM. Heritage City Sustainability Social Equity Efficiency Project/Sub projects New Economic Opportunities Objectives met by Project Assessment of Requirement of Project Required to implement the operation of KMTT (PT1) * * *** * * ** *** ** * A small intervention to improve the use of the railway to emphasize the need to engage the railway to develop as a viable commuter mode in Kandy in the future TM: Traffic & Parking Management Infrastructure TM1. Improve capacity and traffic management on major access roads i. Reduce distance and improve traffic flow along Sri Sangaraja Mw ii. Bus Priority Measures and intersection improvements to WGM and A9. iii. Parking and traffic management of SBM. iv. Climbing lanes on A26 Reduces travel distance/travel time to access the CBD. To ensure that the existing road capacity is optimally used. TM3. Improve the capacity and speed of by‐pass roads i. Western Bypass: Guhagoda Diverts through traffic Rd (B365‐Getambe to away from CBD and Katugastota) as well as opens up new areas for Dharmasoka Mawatha development ii. North‐Eastern Outer Diverts through traffic Bypass: (B205‐ K’stota to away from CBD and Madawela and B256 to opens up new areas for Digana) development *** * * * * ***
** * * * ** * * * * *** * * * * The by‐pass roads if developed further will attract the divertible traffic from the major roads thus reducing traffic burden on the city and its approaches. This will enable applying restrictions on iii. South‐Eastern Outer Bypass (tunnel trace being studied by RDA or alternate trace) iv. East‐West New Connection‐ A26 from Tennekumbura along river then Dutugemunu Mw to Nittawela, a distance of around 5 km to widen to 2 lane. ii. Design and manage on‐
street parking. Provides for parking spaces and increases road capacity iv. Design of safe sidewalks and pedestrian crossings TM5. Off Street Improvements to traffic management in CBD i.
ii.
Pilgrim and tourist vehicle parking at Tomlin Park Improve walkability through traffic calming methods 6.5
Heritage City Sustainability Social Equity Diverts through traffic away from CBD and opens up new areas for development Improves traffic flow and reduces delays and accidents ** ** ** ** ** ** * ** ** * Improves traffic flow Improves safety and convenience to pedestrians ** The traffic management system within the CBD area needs to be streamlined for buses, vehicles and pedestrians. This will create benefits to over 320,000 persons who arrive in the city daily, improve parking and pedestrian access. Provides for improving image of Kandy as a Heritage City and ease of accessing the Maligawa for visitors. Assessment of Requirement of Project heavy truck use and also diverting traffic especially during peak periods. Diverts through traffic away from the CBD TM4. On‐Street improvements to traffic management within CBD. i. Implement a Centralized Traffic Signal System with Intersection Controls iii. Arrangement to reduce traffic delays due to Railway gate closures Efficiency Project/Sub projects New Economic Opportunities Objectives met by Project * ** * * These will provide relief to traffic *** movements within the CBD by relocating current on‐street activities to off‐street. Selection of Projects(Short List)
The long list of projects have been re‐packaged to follow the investment priorities of the Strategic Urban Cities Project for Kandy City. These have been assigned to three components as below: •
•
•
Technical Assistance Program Public Transport Infrastructure Improvements Traffic Management Infrastructure Improvements The projects are further classified into Short Term (ST) and Medium Term (MT) as those that are required to start in 2014 and others that need to follow in 2015 and beyond. 6.5.1
TA: Technical Assistance Programs
The Technical Assistance is required for two basic components (a) inputs for detailed design of infrastructure developments and (b) improving operational management of improved infrastructure. As such this TA would require two sets of outputs to fall in line with these requirements. The first phase of outputs would be required before the detailed design commences for the different PT & TM infrastructure development components. The second phase would be required before the infrastructure is complete and operation begins. Table 6‐2: Technical Assistance Programs Group (Short Term) Implementation in 2014 TA1. Public Transport Development and Management (PTDM)Plan Phase I Outputs for Detailed Design for PT1,PT2 and PT3 • Bus routing and dispatching plan • Terminal arrangement and circulation plan • Bus route and terminal management structure Phase II Outputs for Operation of PT1,PT2 and PT3 • Institutional Capacity Development of RPTA for terminal and route management • Strengthen Capacity of Transport Service Providers for improving service delivery • Design of new bus routes including feeders to railway stations TA2: Strategic Traffic Demand Management (TDM) Plan Phase I Outputs for Detailed Design for TM3& TM4 • Management plan for traffic control and circulation plan for CBD, major Group (Medium Term) Implementation after 2014 corridors and re‐design of intersections • Locating and design of off‐street car parks for CBD • Plan to traffic delays due to Railway gate closures. • Plan to improve pedestrian facilities • Design of bus stops on major corridors. • Plan to manage goods transport vehicles in CBD. • Safety enhancements to all road sections Phase II outputs for Operation of TM3 and TM4 • Strategic long term TDM measures including road pricing system and parking controls. 6.5.2
Public Transport Infrastructure Improvement
The proposals in the long list of projects were combined to develop the following profile of the portfolio of projects deemed necessary to implement the public transport improvement strategy in the ST and MT. This has been tabulated as follows. Table 6‐3: Public Transport Improvement Improvements Group (Short Term) Implementation in 2014 Group (Medium Term) Implementation after 2014 PT2. Design, Construction and Operation of 3 PT1. Design, Construction and Operation of the peripheral satellite terminals at Getambe (3.1), Kandy Multimodal Transport Terminal (KMTT) Nittawela(3.2) and Tennekumbura(3.3) together with Multi Modal Terminal Operating System including IT based Ticketing System and Bus Dispatching System PT3.Modernization of Railway Stations and improvement of Access 6.5.3
Traffic & Parking Management
For the purpose of the investment by KTIP on traffic management infrastructure, there are four projects selected for implementation in the short to medium term. Table 6‐4: Traffic Management Infrastructure Improvements Group (Short Term) Implementation in 2014 Group (Medium Term) Implementation after 2014 TM2: Improve capacity and speed of by‐pass roads8 • Western Bypass: Guhagoda Rd as well as Dharmasoka Mawatha TM1: Improve capacity and traffic management measures on major access roads9 • Bus Priority Measures to be incorporated in rehabilitation of WGM/SBM/A9 • Improve traffic flow on Sri Sangaraja Mw and reduce distance • Climbing lanes on A26 •
North‐Eastern Outer Bypass: (Katugastota to Digana) •
TM4: On‐Street Improvements in CBD Centralized Traffic control system, intersection control of at least 10 junctions, traffic circulation system for CBD East‐West New Connection‐ from including one way roads, bus routing, bus stops etc. Tennekumbura along river to Nittawela • On‐street parking management • Enhancing on‐street Pedestrian facilities • Improvement of Sangaraja Mw including junction of Louise Peiris Mw and Ampitiya Rd. South‐Eastern Outer Bypass (tunnel trace being studied by RDA or alternate trace) TM5:Off Street Improvements in CBD •
•
•
Tomlin Park Re‐development New Off‐street car parks in CBD Pedestrian walkways 6.6
Sequencing of Projects
The following is a list of all projects under the relative sub component headings. 6.6.1
6.6.2
Technical Assistance Programs
TA1. Public Transport Development and Management (PTDM)Plan TA2. Strategic Traffic Demand Management (TDM) Plan Public Transport Infrastructure Improvements
PT1.
Design, Construction and Operation of Kandy Multimodal Transport Terminal (KMTT) PT1.1.Multi Modal Terminal Operating System PT2.
Design, Construction and Operation of New Peripheral Bus Terminals PT 2.1 ‐ New Bus Terminal at Getambe PT 2.2 ‐ New Bus Terminal at Nittawela PT 2.3 ‐ New Bus Terminal at Tennekumbura PT3.
8
9
Upgrade of Railway Stations and improving access TM1 is to be studied by the Road Development Authority under Strategic Road Development sub component TM2 is to be studied by the Road Development Authority under Strategic Road Development sub component
6.6.3
T
Traffic
Manag
gement Infraastructure Impprovements
TM
M1. Improvve capacity and traffic management meeasures on m
major access roads10 TM
M2. Improvve capacity and speed of b
by‐pass roadss11 TM
M3. On Strreet Improvem
ments in CBD
D TM
M4. Off Strreet Improvem
ments in CBD
D The strateegic sequencing of these p
projects is giveen in Figure 6
6.1. Figure 6.1: Se
equencing off Projects o develop the Public Transport Develop
pment & Operations Manaagement Plan
n (PTDOM) an
nd the The TA to
Strategic TTraffic Demand Managem
ment (STDM) p
plan is the req
quired first in
ntervention. TThe phase I off each of these o
outputs would be requireed for the detailed design of the infrasstructure pro
ojects namelyy PT2‐ 10
11
TM1 is to
o be studied byy the Road Devvelopment Autthority under SStrategic Road Development sub component TM2 is to
o be studied byy the Road Devvelopment Autthority under SStrategic Road Development sub component the peripheral terminals which should start off in 2014. The detailed design outputs are also required for PT1, PT2,TM3 and TM4 which should start off in 2015. The phase II outputs of the TA should be available prior to operation of PT1, PT2 and PT3. The traffic management strategic plan for sustaining the traffic infrastructure should also be available by that time. 7
Project Briefs for Short List of Projects
This chapter will discuss the selected projects along with a project brief for each of the 2 TA programs, 3 infrastructure projects for PT improvement and 2 infrastructure projects for TM improvement. 7.1
TA1: Public Transport Development and Operations Management Plan
The proposed KMTT should be supported by a bus operations plan which will define the bus routes that need to terminate at the Goods Shed Bus Terminal (GSBT) and those that should continue as cross‐town services across the city. This bus operational plan should be implementable across the current service providers. These can be tied to interventions that would improve the quality of service as well as initiate new services that would increase bus use. It should also enable the quality upgrade of bus service delivery and regulation to ensure that the quality of the infrastructure provided and the service delivery are compatible. 7.1.1
Institutional Arrangements
This would be a TA that would design an overall public transport development plan taking the requirements of all stakeholders and identifying the parts to be undertaken by each of them. The agencies to be includes are provincial RPTA, NTC, SLR, SLTB as the operating entities and the UDA, KMC and Police as supporting entities. There should be a Steering Committee for the implementation of this TA. It is recommended that this be chaired by the Additional Secretary Ministry of Defense and Urban Development or Additional Secretary Ministry of Transport. 7.1.2
Description of Services
This TA is expected to provide outputs for the design of all other components in the public transport improvement package (PT) namely the KMTT, three satellite terminals and the railway upgrade and access improvement project. As such this TA would provide a Public Transport Development & Operations Management Plan in two phases. The first phase would provide for the design inputs required for detailed design of the terminals projects and the station development project (PT1,PT2 and PT3). This would be undertaken by a qualified local consulting firm with specialized inputs of experts in Sri Lankan bus industry planning and operation, supplemented with international inputs where necessary. The outputs for phase I should be able to facilitate the rerouting of buses to operate the network of terminals proposed under this study and to provide design parameters required for the terminal in terms of number of platforms, platform arrangement, circulation requirements, passenger requirements, parking and layover requirements for buses and the detailed passenger service functional requirements in terms of ticketing, boarding, alighting, transfer etc. This TA is expected to in its second phase, provide outputs for the design of all other components in the public transport improvement package (PT) namely the services required to improve the regulation of bus services, terminal management and bus services delivery which are required in order to ensure that the The outputs for phase II should be in able to facilitate the improved management of services serving Kandy, improve service reliability, improve human resource capacities with the provincial regulator and the service providers. The consultant should also be able to provide technical project coordination and consultation expertise for the management of the overall PT components of the work. This should not include detail design or construction supervision. Moreover, •
•
•
•
•
•
•
The three year capacity development would include human resource development at different levels for operational and management staff of all stakeholders including the SLTB, private operators and SLR. It could also include school van operators. This is estimated to cost Rs 15 million The TA would assist in strengthening service delivery through formation of operating units for better service delivery management and outsourcing route management. An allocation of Rs 10 million is anticipated. It would provide an assistance scheme for encouraging operators who move out of over populated routes to new route or where gaps in supply exist. A general allocation of Rs. 35 million is proposed. A proposal to underwrite increased cost of financing for buses with superior technology is proposed at a maximum of Rs 200,000 per bus for 200 buses. Rs 40 million The TA should provide for the staffing of a Project Management Unit (PMU) in the RPTA that would supervise the construction of the terminals (PT1, PT3.1, PT3.2 and PT3.3) as well as the implementation of the Public Transport Operation and Development Plan (PT2). The specification of recruits, training and salaries until the terminals are operating and the PMU is converted to an internal management unit with the staff absorbed to the RPTA. This period shall not exceed 3 years. Qualified staff from RPTA could also be seconded for a 3 year period. The cost is estimated at a maximum of Rs. 1 million per month up to a maximum of Rs. 25 million, where it is envisaged that the staff would be built up over the 3 years. Training of PMU and relevant RPTA staff will include specialized certificate programs on different aspects of bus transport, transport operations and management, general management, public relations, and related areas. Senior staff would be given foreign exposure programs. A general allocation of Rs. 45 million is allocated at Rs. 15 million per year. In addition the TA will include required computer hardware and software together with networking and internet connections. No computer training would be provided as all recruits would be expected to be computer literate. An allocation of Rs. 10 million is allocated for hardware, software, maintenance and user fees for 3 years. •
•
Outsourcing the creation of an operational database for bus passenger transport and training to publish monthly outputs of operating statistics. Rs 5 million. Technical project coordination and consulting work until all components of the PT and TM in the KTIP are completed. The detailed bus operational data and passenger counts and interviews which have been carried out can be used for the route and dispatch design requirement. The above is estimated to require 12 person months of international consulting inputs, plus 24 months of national consultants and overheads. It will also include outsource costs for collection and analysis of performance indicators. This should include the discussion of the following sub components: I.
II.
VI.
VII.
VIII.
Regulatory aspects of integrating state‐owned (SLTB) and private bus operations. Restructuring selected bus routes to ply cross‐town services without stopping at the proposed KMTT, instead to terminate at a set of Peripheral Terminals developed for this purpose. Mechanism of setting out incentives to encourage bus operators to use new facilities and routes. Identifying terminal and route operational tools and facilities for demand based time tabling, passenger information systems, GPS based bus location and call up systems. Relocating bus stop within CBD to suit re‐routing and minimizing walking distances for passengers. Centralized pre‐boarding ticketing system for long‐distance passengers. Commercial viability of the facilities. Developing a suitable terminal management structure and user agreements for the facility. 7.1.3
Outputs
III.
IV.
V.
•
•
•
•
•
•
•
•
•
An integrated plan for bus re‐routing and dispatching to commence in line with the construction of the peripheral terminals and the KMTT. Design brief for proposed terminals and railway station developments. Technical project coordination and consultancy work for the duration of all PT and TM components. Institutional Capacity Development of RPTA for terminal and route management Strengthen Capacity of Transport Service Providers for improving service delivery Develop a Strategic Plan to improve rail use in Kandy including identifying the development for stations between Peradeniya and Katugastota. Design and implement the use of technology especially Information and Communication Technology‐ ICT in providing GPS real time information, centralized pre boarding ticket issuing, demand based bus dispatching etc. Develop institutional capacity for improved regulation and management of all stakeholder agencies, namely the CPRPTA, NTC and the SLTB involved in bus operations in Kandy. Strategic Plan to re‐fleet local and regional buses to subscribe to minimum environmental standards, and passenger comfort and safety standards. •
•
7.1.4
Implementation of a strategic long‐term Plan to improve existing bus services and expansion to new markets. Develop measure of performance indicators of transport demand and traffic flow and arrange to outsource such study. Cost Estimate
The cost is estimated at Rs 150 million. Based on both international and national consulting inputs. 7.1.5
Project Period
Phase 1‐ One year (2014); Phase II (2015 ‐2016) 7.1.6
Benefits
This would ensure that routes would not be over supplied, that the demand based scheduling will reduce passenger waiting times and that the buses are utilized efficiently and also that parking of buses would not exceed beyond the allowed spaces at the terminals. It would also identify the institutional capacity requirements to ensure that the terminal and routes would be managed professionally. A third benefit would be to identify the means by which the service providers including the SLTB and private operators could be encouraged to improve service delivery. This includes starting new services, re‐
fleeting and customer relations training including human resource development of the service providers. It would also prepare an overall terminal operations plan. This would ensure that the service providers also are motivated and aware of the higher level of service delivery that is required. It would also enable reducing the waste and inefficiency of informal route management, expansion of services and better quality buses. It would also increase bus transport service coverage. These would combine to improve service delivery that would provide an alternative to private transport use. 7.2
TA2: Strategic Traffic Demand Management Plan
The investment in traffic and parking infrastructure requires that it fit in to a strategic traffic demand management plan for Kandy city CBD. As such, a TA is required to set out this strategy and to provide the design inputs for the required infrastructure to be developed under the project as well as to provide a strategic plan on how best to manage the transport demand. This will ensure that Kandy city will have free flow of traffic and that the infrastructure that has been developed will continue to provide the desired benefit without getting congested. 7.2.1
Institutional Arrangements
For the TM component there are multiple stakeholders in improving traffic flow in the Kandy City. While the RDA manages the main roads other roads within the city are also managed by the PRDA as well as the KMC. The UDA and KMC have road frontage development control, while parking is managed by the KMC. The Police supervise traffic movements. There should be a Steering Committee for the implementation of this TA. It is recommended that this be chaired by the Additional Secretary Ministry of Defense and Urban Development or the Additional Secretary Ministry of Transport. 7.2.2
Services to be Provided
This TA is expected to provide outputs for the design of all other components in the traffic management improvement package (TM) namely all components of the On‐Street and Off‐Street improvement programs. As such this TA would provide a Strategic Traffic Management Plan in two phases. The first phase would provide for the design inputs required for detailed design of the traffic management components(TM3 & TM4). This would be undertaken by a qualified consultant with specialized inputs supplemented with international inputs where necessary. The outputs for phase I should be in able to facilitate the location and design of the on‐street developments including the bus priority measures, pedestrian facilities and on‐street parking management. It would also provide design guidelines for the off‐street facilities namely, the identification and design specification for two off‐street car parks in the area adjacent to Asgiriya Road/Railway line and gridiron city, and also the development of Tomlin Park and off‐street pedestrian facilities identified by the urban planning team. This TA is expected to in its second phase provide outputs for the long‐term sustainability and management of the traffic management infrastructure improvement package (TM).This will be a strategic traffic demand management plan that would investigate and stipulate the introduction of traffic restraint measures including Electronic Road Pricing over a 20 year period. •
•
•
•
•
•
Design of an overall traffic circulation plan for the CBD and major corridors, including any one‐
way systems and bus‐lanes and the review and re‐design of the intersection controls of all major intersections handling more than 20,000 vehicles per day. This would also plan for a centralized traffic control system. Locating and designing off‐street car parks as required, and methods to manage on‐street parking. Traffic circulation and any other arrangement such as flyovers to reduce traffic delays due to Railway gate closures. Recommendation of suitable long term TDM measures for Kandy including the use of a road pricing system and parking controls among others. Locating and designing bus stops on major corridors especially those on Sri Sangaraja Mw which cause severe traffic congestion. A plan to manage goods transport vehicles including bans for through trucks and restrictions of delivery hours in CBD. Identification of accident black‐spots and incorporation of safety enhancements to all designs. •
•
Design of pedestrian zones including walkways especially around pedestrian intense locations, namely the Maligawa, the Lake, proposed KMTT, General Hospital, Markets and schools accompanied by use of suitable traffic calming methods. Develop measure of performance indicators of transport demand and traffic flow and arrange to outsource such study This TA would provide the required design guidelines for all traffic & parking management improvement projects under the TM program. 7.2.3
•
•
•
•
•
•
•
•
•
•
7.2.4
Output
The design for a traffic control system for CBD Identification of road where bus priority measures should be incorporated along with design requirements that could be incorporated in to road designs by the RDA, especially for the WGM, SBM, SWRDBM, A9 Identification of bus stops and design of facilities including walkways for passengers and buses minimizing the impact on traffic flow. Formulating a parking management plan and earmarking required number of parking slots on‐
street in the CBD area along with the fee collection method, parking durations and fee structure. Design requirements for on‐street pedestrian facilities including sidewalks and crossings within the CBD. Design requirements for off‐street pedestrian facilities including any pedestrian malls and walkways identified by the urban planning team. Identification of two locations for off‐street parking as per overall traffic demand management plan and design requirements including circulation. Design requirements for the development of the Tomlin Parking facility. A strategic traffic demand management plan with a 20 year implementation framework Technical coordination and consulting assistance for duration of TM components. Cost Estimate
The above is estimated to require 12 person months of international consulting inputs, plus 36 months of national consultants and overheads. Rs 100 million is estimated for the TA. 7.2.5
Project Period
Phase I (2014), Phase II (2015 onwards) 7.2.6
Benefits
This TA would set out the detailed design requirements for all the traffic and parking improvements under the KTIP included under the TM sub components so that the infrastructure could be designed for optimum effectiveness and ensure an improvement to the traffic movement within the CBD. The phase II strategic plan would provide long term direction on ensuring that the improvement to traffic flow could be sustained into the future. 7.3
PT1:Design, Construction and Operation of Kandy Multimodal Transport
Terminal (KMTT)
This project proposed the development of a Kandy Multimodal Transport terminal that would incorporate the railway, regional and inter‐provincial bus operations that would substantially improve the service levels provided to over 400,000 passenger movements through the current facilities which are well below standard. The intention is to reduce the number of buses terminating within the terminal and to design the facility with a view of reducing bus circulation, reducing passenger walking and improving safety of all users. This would also consolidate all other bus terminals and drop off points within the city (Clock Tower, Torrington, Bogambara etc.) to the KMTT. 7.3.1
Institutional Arrangement
The SLR, provincial RPTA, SLTB and NTC would be direct stakeholders in the operation of KMTT. The regulation of passenger transport services within the province is devolved to the provinces and as such the Provincial RPTA has primary responsibility for implementation of this project, but by ensuring agreed access to NTC and SLTB buses. On the other hand, since this is railway land, the railway could develop it. However this activity may be considered as being outside the scope of the railways. A final alternative is for the UDA is to develop and hand over management to the RPTA or outsource to an operating agency. While ownership and development may be agreed to between the Ministry of Defense and Urban Development and Ministry of Transport, there must be agreement between the different stakeholders on the operation of the terminal. The operation of the intra‐provincial terminal (including SLTB operations) may be handed over to the RPTA while the long‐distance (inter‐provincial operations) may be handed over to a terminal operating company. A steering committee for the entire project may be formulated chaired jointly by M/Defense & Urban Development, M/Transport with the SLR, SLTB, NTC and PRTA as stakeholders. This committee may be transformed to a Board of Management during operational stages. Figure 7.1: Location of current Goods Shed terminal/proposed KMTT
7.3.2
Location of Fa
acility
The land incorporatin
ng the railway platforms as well as th
he current GSBT G
could be b utilized fo
or this developm
ment. It will haave access fro
om the current entrance o
of the Kandy railway statio
on at ground level. It will also
o have accesss from the SW
WRDB road alsso at ground level from th
he current loccation of the G
GSBT. It can haave access from the WGM
M opposite the Kandy General G
Hosp
pital and the SBM througgh an overhead footpath witth lifts and eescalators con
nnected span
nning at +5.5 metre height from the sttation platform llevel. 7.3.3
F
Facility
to be Developed
D
There aree 4,079 busess on average currently arrriving at the GSBS during the 12 dayligght hours. A route analysis where w
inter provincial p
busses terminatee at the KMTTT with the peripheral teerminals bein
ng the terminating point for llow frequenccy regional seervices operatting as cross town servicees is shown b
below. The high ffrequency reggional servicees will be requ
uired to returrn without terminating at tthe KMTT. Table 7‐1:TTerminating p
point of interr‐provincial se
ervices As per public transportt improvement strategy ou
utlined in thiss report, the KMTT will become the terrminal b services.. Moreover, around 16 regional servvices that haave a for most of the inter‐provincial bus uring the dayttime 12 hourss will be acco
ommodated in
n the terminaal as a frequencyy of more thaan 48 trips du
turn‐around point as opposed to a terminal. The exact routes r
and number n
of services are to t be posed projectt Public Transsport Develop
pment & Opeerational Plan
n (TA1). determineed in the prop
Analysis o
of current buss operations and passengeer travel patterns indicatee that around 1621 regionaal bus trips from
m 16routes co
ould be termiinated at KMTT during day time 12 ho
ours. Some esstimated 742 long‐
distance b
buses could b
be provided w
with short tim
me layovers iin KMTT. Thee long distancce buses wou
uld be accommo
odated on the first floor. The regional services wo
ould have gro
ound floor baays. The totaal bus platformss required are
e given below
w: Table 7‐2: Present Demand for bus parking bays There would be a total provision for 24 departure platforms for regional services and 16 platforms for inter‐provincial services in six concourses on each floor as follows: •
•
•
•
•
•
Concourse #1: Services passing Gampola ‐ 2 platforms Concourse #2: Services passing Kadugannawa – 5 platforms Concourse #3: Services passing Mawathagama – 2 platforms Concourse #4: Services passing Matale – 2 platforms Concourse #5: Services passing Ampitiya – 2 platforms Concourse #6: Services passing Digana/ Randenigala – 3 platforms The facility should be designed for maximum passenger convenience and for smooth vehicle operations that would include conflict free traffic circulation, parking and turning. Bus cleaning and minor repair and fueling facility should also be provided. The terminal should also contain resting and refreshing facilities for bus crews designed as a separate section. The site should also contain the office of the KMTT manager. The long distance buses will arrive at the ground floor of the KMTT where they would discharge passengers and either proceed to one of the peripheral terminals, go direct to the upper floor departure bay or go in to short‐term layover on ground level before going up to upper floor for departure at the correct time. The regional buses will arrive on the SWRDB and drop and pick up passengers from assigned platforms on the ground floor. The operation of the terminal will be on the basis of GPS fed information on real time bus locations and dynamic platform assignment system as per Terminal Operation System (PT1.1) to be developed under the KTIP. Passengers boarding long distance buses will be provided with assigned seating. Passengers who board regional buses will also pre‐purchase a ticket where counter foil will be retained by the conductor on boarding from the platform. All ticket issues will be centralized. Electronic and pre‐paid payment systems will be encouraged. The long‐distance terminal should be finished to a high standard with air conditioned facilities for waiting areas and real time information systems on departures. Ticketing should be at a main lobby with waiting areas to follow. Boarding will be through gates to platforms to which the bus is assigned, similar to the function of land side/air side operation of an airport. The design should be aesthetically attractive, culturally appropriate and be functional to provide a safe and comfortable use for the passengers. It should have all modern amenities. It should also ensure that the impact to and from the free flow of traffic on the SWRDBM and WGM should be minimized. In order to improve traffic flow on SWRDBM the road would be shifted westwards away from the station. A holding bay for 4 buses for buses which may arrive early or for relief buses will be provided within the upper floor. The circulation of buses would be designed in a manner in which there would be no conflicts with road traffic or pedestrians. The passengers awaiting regional buses will do so in waiting facilities adjacent to the respective platform. This operation would be similar to that of a railway station. An area not more than 25% of the total passenger circulation area may be developed for commercial purpose for providing amenities and conveniences. A 300 m long elevated foot bridge is to be constructed to connect to GBW and SBMW the railways station and the KMTT. This will be services by elevators and lifts to connect the different levels. The cost estimate for this facility has been calculated on the basis of the features found in Table 7‐3: Table 7‐3: Areas assigned for facilities at KMTT 7.3.4
Project Period
Three Years (2015‐ Design; 2016 and 2017‐ Construction) 7.3.5
Cost Estimates
The construction cost is estimated at Rs 2,009 million. The land currently belongs to the Sri Lanka Railways and the RDA. The cost breakdown for components is given below. Table 7‐4: Cost estimate for KMTT ITEM Preliminaries Site preparation Construction of main structure with filing Facility area Common area Miscellaneous works Sub total Add :10% contingencies Total [excluding vat] ADD 12% of VAT Total [including vat] USD mn Rs Mn 7.00 36.00 913.00 447.00 60.00 168.00 1,631.00 163.10 1,794.10 215.29 2,009.39 15.46 Operating cost including staff, utilities and ticketing for 24/7 operation is estimated at Rs. 5 million per month and 2% maintenance cost per year = annual cost of Rs.105 million per annum. 7.3.6
Benefits
The benefits would be the reduction of (1621+742) 2,221 bus trips circulating within the CBD. It is estimated that around 98,000 passengers would use the KMTT, receiving a higher utility value of less time, comfort and convenience. Benefits are available from reduction of accidents as well as improvement to air quality at GSBT. There would also be a utility for bus crew for improved service availability and reduction of bus turn‐around time. The operating cost for buses would also reduce as would be their impact on traffic flow. 7.3.7
Financial Cost Recovery
Assuming that initially there is a user recovery fee of Rs. 20 for processing of all long distance bus passengers and Rs.200 for all long distance buses having parking and loading, with Rs. 50 from buses enjoying pick up and drop off facilities only. There would be a charge of Rs. 100 per day from all regional buses using drop off/pick up facilities. Rental space and advertising of Rs. 2,000,000 per month is estimated. This would result in revenue earnings of Rs. 276 million per year which will cover the O&M cost and ensure payback of an interest component of the loan facility. The investment cost could be recovered only in the latter period of where the user fees should be gradually increased to keep pace with the per capita incomes by around 6% in real terms. 7.4
PT1.1: Multi Modal Terminal Operating System
The terminal in order to operate as designed should have a state of the art information and management system that would integrate bus operations as well as train operations. It should link individual buses and schedules and locations through GPS technology and allocate buses to platforms while passing on the arrival information to passengers approaching the terminal from different directions. It should also integrate all routes with all terminals and provide for ticket issues as well as seat reservation systems. 7.4.1
Institutional Arrangement
The RPTA, SLTB and NTC would be direct stakeholders in the operation of buses. The operation of the terminal depends on the schedules provided by the regulators. The terminal operating system should also integrate with other 3 satellite terminals as well as the Sri Lanka Railways. 7.4.2
Location of Facility
These facilities would need to be located within KMTT as well as at GBT, NBT and TBT. The control room may be located within the KMTT. 7.4.3
Facility to be Developed
An Information Technology Support System which will enhance the commuter experience will require the development of a system dealing with two aspects of travel; one to facilitate routing information and real‐time updates on service, and second to facilitate fare purchasing and validation. To realize this, the system will be developed and deployed in three phases. Phases 1 and 2 will deal with the provision of routing information and providing real‐time updates, a.k.a a Multi‐Modal Terminal Operating System (MMTOS). Phase 3 will deal with the aspect of fare purchasing. The first two phases are connected with the 2nd phase being dependent on the 1st, and will be useful for planners and researchers to track and analyze information upon completing phase 2. Phase 3 will be independent of phase 1 & 2, but should experience a qualitative improvement from the use of information which will be generated from phase 2. Phase 1 (Online Route and Transit information portal, Cost: Rs. 13 million) The option of developing a custom MMTOS or use existing off the shelf software is available. It will be necessary to develop the system and have the information available in the General Transit Feed Specification (GTFS) which has now become a global norm facilitating easy communication between transit planning systems. Using an Open Source MMTOS will be the fastest and cost effective manner to get the system started. The Open Trip Planner is an open source software which is in compliance with these requirements. Considering this as a starting option, Phase 1 will consist of customizing and deploying the MMTOS and coding the data to match the specification .Other off the shelf programs with proven track record may also be considered. The final software to be developed and deployed should take into consideration and extensible according to the requirements of the other phases. Hardware required will be the servers to host the system. There will be development costs and training of personnel to operate the system. The costs would come up to approximately Rs. 13 million. (Rs. 600,000 for server, 10.4 million for development and data coding, Rs 2 million for training). The expected duration of this phase is 4 months. Phase 2 (Real‐time tracking and service updates, Cost: Rs. 70 million) The second phase involves extending the system already implemented in Phase 1. While phase 1 was only online, phase 2 would involve real‐time mobile and web alerts, GPS assisted tracking of public transport vehicles. The proposed open source software has the extensibility to allow the envisioned features. It is therefore necessary to take into consideration the requirements of phase 2 when selecting or designing the MMTOS. Costs for phase 2 will be primarily from the hardware required for GPS tracking. Installing a suitable GPS tracking device in 2000 buses will cost approximately Rs. 60 million. The configuration of the software and proper implementation of tracking will cost approximately Rs. 6 million. Additional costs in implementing tracking at stops should bring the total cost up to Rs. 70 million. The expected duration of the software component of this phase is 6 months, with GPS installation for tracking being variable. Phase 3 (Generating fares for commuting, Cost: Rs. 102 million) This system will be independent of phase 1 & 2 as fares can be generated without considering the route depending on the pricing policies used. The major component of this phase will be the identification of fare rules. For inter‐province travel it is possible to create a hub and spoke system allowing for use of simple fare rules. Software which meets this requirement are already available. Custom development of such a system would be Rs. 10 million with a development time frame of 5 months. Deploying around 30 kiosks for self‐service at the 3 identified centers will cost approximately Rs. 12 million. Considering intra‐
province transport, it will be necessary to deploy contactless fare readers in 2000 buses. This will cost approximately Rs. 80 million including integrating the readers with the system. 7.4.4
Project Period
Two Years (Design; 2015‐ Award, Implementation in 2016) 7.4.5
Cost
The cost in three phases as shown above is Rs 185 million. The O&M cost for the system is expected to be around 20% per year including hardware upgrades. Which will be around Rs. 37 million per year. 7.4.6
Benefits
The benefits would be modernized bus transport services and information availability to over 200,000 passengers twice daily. This would streamline bus flows, reduce accidents and reduce air pollution by reducing unnecessary terminal time and circulation within the city. The real time information will ensure reduction of delays and time losses as well as control of overcrowding within buses and in terminal areas by enabling demand‐responsive dispatching of buses. 7.5
PT 3.1 Design, Construction and Operation of New Bus Terminal at Getambe
Getambe, Nittawela and Tennekumbura have been identified as locations for peripheral bus terminals where cross‐town services can be terminated and commenced. These locations should feature bus parking, facilities for crew rest and bus repairs for buses with long layovers. Some commercial development to support this may also be considered. This is considered the most important and thus the priority of all the proposed peripheral terminals. The chosen locations are shown below. 7.5.1
Figure 7.2: Locations of proposed terminals
Institutional Arrangements
The provincial RPTA, SLTB and NTC would be direct stakeholders in the operation of GBT. Similar to the KMTT, the same steering committee may supervise the project and then evolve; becoming the Board of Management for the operator once the construction is completed. 7.5.2
Location of Facility
A plot of land as shown below and suitable for this purpose at Getambe adjacent to the WGM and within 100 m of the Getambe junction was identified by a joint inspection team representing both the UDA/KMC. This land had also been identified earlier by both the RPTA and the NTC. The UDA has confirmed that this land could be acquired for development provided the implementing agency deposits 25% of the value of the land. The RPTA indicated willingness to acquire this same land under provisions vested with the provincial government for public use. The Meda‐ela runs through this site. The section of high ground adjacent to the road is around 1.5 acres in extent and requires a gabion structure and filling to make part of the land usable. Around 60perches is owned by the UDA but assigned to RDA and Sri Lanka Telecom, whereas the balance is privately owned. The section of land beyond the Meda‐ela which is approximately 2 acres in extent has numerous owners and has access only from the Dangolla Road. Since it is not suitable for terminal operations, it could be developed for associated commercial activities at a later stage. 7.5.3
Facility to be Developed
As per KTIP public transport improvement strategy, the GBT will become the terminal for part of the regional bus services which approach the city from northern, western and eastern directions. They would be extended to GBT so that large number of services now terminating in the GSBT would be reduced. These buses would drop passengers at the proposed KMTT and then proceed to the GBT. Long distance buses approaching from the same directions which have layovers of more than 45 Figure 7.3:Location of proposed Getambe site
minutes can also be directed to proceed to the GBT. The exact routes and number of services are to be determined in the proposed TA programme Public Transport Development & Operational Plan (TA1). Analysis of current bus operations and passenger travel patterns indicate that around 607 regional bus trips would be extended to the GBT during day time of 12 hours. There are around 88 local services that can be terminated at the GBT without proceeding to the CBD. Some estimated 100 long‐distance buses could be provided with long layovers in GBT. The GBT would require twelve departure platforms with three departure concourses as follows: •
•
•
Concourse #1: Services passing Katugastota ‐ 3 platforms +1 spare Concourse #2: Services passing Tennekumbura – 2 platforms + 1 spare Concourse #3: Local Roads/Ampitiya – 2 platforms + 1 spare There would be a need for two arrival platforms and around 50 bus parking bays. The facility should be designed for maximum passenger convenience and for smooth vehicle operations that would include conflict free traffic circulation, parking and turning. Bus cleaning, minor repair and fueling facility should also be provided. The terminal should also contain resting and refreshing facilities for bus crews designed as a separate section. The site should also contain the office of the GBT manager and provision for future expansion not just to provide parking for buses but also for the other transport features such as park and ride. The land on the further side across the Meda‐ela could also be developed as a second stage for commercial activities such as tuition centres, channeling centres and supermarkets that are compatible with the location of a transport terminal. The terminal should be finished to a high standard with air conditioned facilities for waiting areas and real time information displays on departures. Ticketing should be at a main lobby with appropriately designed waiting areas to follow. Boarding will be through gates to platforms to which the bus is assigned, similar to the function of an airport. The design should be aesthetically attractive and be functional in providing a safe and comfortable experience for the passengers. It should have all modern amenities. It should also ensure that the impact to the free flow of traffic on WGM is minimized. Proposals should also be given for the manner in which the impact on the railway crossing is minimized. Moreover, it should include an elevated walkway from the SBM. The land area, floor area assigned for different facilities are shown in the table below. Table 7‐5: Areas assigned for facilities at GBT 7.5.4
Project Period
Two Years (2014‐Acquisition, Design; 2015‐ Construction) 7.5.5
Cost
Rs. 422 million for development. The acquisition cost of the land is anticipated to be around Rs. 80 million. Operating cost including staff, utilities and ticketing for 24/7 operation is estimated at Rs. 2 million per month .A 2% maintenance cost per year will result in an annual cost of Rs. 32 million per annum. The detailed cost breakdown is as follows: Table 7‐6: Cost estimates for GBT ITEM Preliminaries Site preparation Construction of main structure with filing Facility area Common area Miscellaneous works Sub total Add :10% contingencies Total [excluding vat] Add 12% of vat Total [including vat] USD Million Rs Mn 4.00 15.20 40.00 180.35 33.60 69.30 342.45 34.25 376.70 45.20 421.90 3.25 7.5.6
Description of Benefits
Developing GBT will result in619 additional round trips between Kandy and GBT. However it appears that around 50% of inter provincial buses and 20% of regional buses will park away from the CBD. Therefore the effective trips would be 482 trips. While this will be an additional cost, the benefits would be the reduction of 795 bus trips circulating within the CBD. There would be a benefit from the additional frequencies by reduced load factors on buses. It is estimated that around 30,000 passengers would use the GBT at a higher utility value. Benefits are available from reduction of accidents as well as improvement to air quality at GSBT. There would also be utility for bus crews from improved service availability and reduction of bus turn‐around time. 7.5.7
Financial Cost Recovery
Assuming that initially there is a user recovery fee of Rs. 20 for processing of all long distance bus passengers and Rs. 50 for all regional buses starting services. A parking lay over charge of Rs. 100 per vehicle could be levied from long distance buses having long layovers. Commercial rental space and advertising of Rs 400,000 per month will have to levied for O&M costs to be recovered. The investment cost could be recovered only in the latter period of where the user fees will be gradually increased to keep pace with the per capita incomes by around 6% in real terms. In this case the initial investment could be recovered. 7.6
PT 2.2 Design, Construction and Operation of New Bus Terminal at Nittawela
The site at Nittawela may be considered as being suitable up until a better facility is located in Katugastota as a part of the satellite town12. As such the proposed facility may be developed for a period of 10 years and heavy structures would be minimized. 7.6.1
Institutional Arrangement
The provincial RPTA, SLTB and NTC would be direct stakeholders in the operation of NBT. Similar to the KMTT, the same steering committee may supervise the project and then evolve to becoming the Board of Management for the operator once the construction is completed. 7.6.2
Location of Facility
The RPTA indicates willingness to acquire same under provisions vested with the provincial government for public use. There is a stream that runs through this site demarcating two blocks of land. The total land area is around 1.5 acres in extent and requires filling to elevate the land from possible flooding. A development proposal has been submitted in June 2013 for a multi‐storey development for the larger block of land of 1.2 acres This site is recommended as an interim location for 5‐10 years until a more suitable location is found at Katugastota aligned to development of a satellite town. A plot of land suitable for this purpose at Nittawela adjacent to the A9 and opposite the Nittawela tunnel and railway station was identified by a joint inspection team representing both the UDA and KMC. The UDA has confirmed that this land could be acquired for development provided the implementing agency deposits 25% of the value of the land. Two other lands were also inspected and found to Figure 7.4: Location of Nittawela site
either not be sufficiently 12
The Menikkumbura Wholesale Market occupies a central place in Katugastota town. This is owned by the KMC and has been made available for development. If this is to be pursued as an alternate, the following work is required (a) improve access from the river side through road widening and junction improvement; (b) relocate part of the market to the rear end and develop bus terminal facility towards the main road; (c) open an access from the Ranwala Road, which needs acquisition of 2‐3 properties and thereafter to extend to Matale Road by providing a bridge across the canal. accessible or requiring large scale resettlement of current occupants. 7.6.3
Facility to be developed
The development of the facility should ensure that the impact to the free flow of traffic on A9 is minimum. Separate access and entry from both the A9 and the ACL Ratwatte Mawatha should be facilitated. An elevated pedestrian access from the railways line across the A9 to the ACL Ratwatte Mw would improve pedestrian access. As per KTIP public transport improvement strategy, the NBT will become the terminal for part of the regional bus services which approach the city from southern and eastern directions. They would be extended to NBT so that a large number of services now terminating in the GSBT would be reduced. These buses would drop passengers at the proposed KMTT and then proceed to the NBT. Long distance buses approaching from the same directions which have layovers of more than 45 minutes will also be directed to proceed to the NBT. The exact routes and number of services are to be determined in the proposed TA program Public Transport Development & Operations Plan (TA1). Analysis of current bus operations and passenger travel patterns indicate that around 410 regional bus trips would be extended to the NBT during day time 12 hours. There are around 108 local services that can be terminated at the NBT without proceeding to the CBD. Some estimated 100 long‐distance buses could be provided with layovers in NBT. The NBT would require ten departure platforms with three departure concourses as follows: •
•
•
Concourse #1: Services passing Peradeniya ‐ 3 platforms +1 spare Concourse #2: Services passing Tennekumbura – 2 platforms + 1 spare Concourse #3: Local Roads/Ampitiya – 2 platforms + 1 spare There would also need to be two arrival platforms and around 50 bus parking bays. The facility should be designed for maximum passenger convenience and for smooth vehicle operations that would include conflict free traffic circulation, parking and turning. Bus cleaning and minor repair and fueling facility should also be provided. The terminal should also contain resting and refreshing facilities for bus crews designed as a separate section. The site should also contain the office of the NBT manager. The terminal should be finished to a high standard with air conditioned facilities for waiting areas and real time information displays on departures. Ticketing should be at a main lobby with waiting areas to follow. Boarding will be through gates to platforms to which the bus is assigned, similar to the function of an airport. The design should be aesthetically attractive and be functional in providing a safe and comfortable experience for the passengers. It should have all modern amenities including wi‐fi access. However structural elements should be kept at a minimum since the plan is to use the location only for 5‐10 years. The land area, floor area assigned for different facilities are shown in the table below. Table 7‐7: Area assigned for facilities at NBT 7.6.4
Project Period
Two Years (2014‐Acquisition, Design; 2015‐ Award, Construction) 7.6.5
Cost
Rs.257 million is the estimated cost for the development. The acquisition cost of the land is anticipated to be around Rs. 320 million13. Operating cost including staff, utilities and ticketing for 24/7 operation is estimated at Rs. 2 million per month. A 2% maintenance cost per year will result in an annual cost of Rs.30 million per annum. 13
If the Menikkumbura land is to be developed the total cost may not increase. However the project cost will
increase due to reconstruction of the vegetable market. The acquisition cost would decrease.
Table 7‐8: Cost estimates for NBT ITEM Preliminaries Site preparation Construction of main structure with filing Facility area Common area Miscellaneous works Sub total Add :10% contingencies Total [excluding vat] ADD 12% of VAT Total [including vat] USD MN Rs Mn 4.00 26.80 15.00 93.50 16.80 52.90 209.00 20.90 229.90 27.59 257.49 1.98 7.6.6
Benefits
The Terminal will result in (400 additional round trips between Kandy and NBT. However it appears that around 50% of inter provincial buses and 20% of regional buses will park away from the CBD. As such the effective trips would be 270 trips. While this will be an additional cost, the benefits would be the reduction of 620 bus trips circulating within the CBD. There would be a benefit from the additional frequencies by reduced load factors on buses. It is estimated that around 26,000 passengers would use the NBT at a higher utility value. Benefits are available from reduction of accidents as well as improvement to air quality at GSBT. There would also be a utility for bus crew for improved service availability and reduction of bus turn‐around time. 7.6.7
Financial Cost Recovery
Assuming that initially there is a user recovery fee of Rs. 20 for processing of all long distance bus passengers and Rs. 50 for all regional buses starting services. A parking lay over charge of Rs. 100 per vehicle could be levied from long distance buses having long layovers. Commercial rental space and advertising would need to be increased up to Rs 700,000 per month for O&M cost to be recovered. The investment cost could be recovered only in the latter period of the design life where the user fees should be gradually increased to keep pace with the per capita incomes by around 6% in real terms. In this case the initial investment could be recovered. 7.7
PT 2.3 Design, Construction and Operation of New Bus Terminal at
Tennekumbura
The site at Tennekumbura may be considered as being suitable up until a better facility is located in Pallekelle as a part of the satellite town. As such the proposed facility may be developed for a period of 10 years and heavy structures would be minimized. 7.7.1
Institutional Arrangement
The provincial RPTA, SLTB and NTC would be direct stakeholders in the operation of TBT. Similar to the KMTT, the same steering committee may supervise the project and then evolve to becoming the Board of Management for the operator once the construction is completed. 7.7.2
Location of Facility
Two plots of land suitable for this purpose adjacent to the junction of A26 and B413 at Tennekumbura was identified. While one block belongs to a school the other is part of the Mahaweli Authority. A third block of marsh land could also be developed. A total land area of around 1.5 to 2 acres in extent is available. 7.7.3
Facility to be developed
As per KTIP public transport improvement strategy, the TBT will become the terminal for part of the regional bus services which approach the city from southern and eastern directions. They would be extended to TBT so that large number of services now terminating in the GSBT would be reduced. These buses would drop passengers at the proposed KMTT and then proceed to the TBT. Long distance buses approaching from the same directions which have layovers of more than 45 minutes will also be directed to Figure 7.5: Locations of identified Tennekumbura sites
proceed to the TBT. The exact routes and number of services are to be determined in the proposed project Public Transport Development & Operations Plan (TA1). Analysis of current bus operations and passenger travel patterns indicate that around 321 regional bus trips would be extended to the TBT during day time 12 hours. There are around 82 local services that can be terminated at the TBT without proceeding to the CBD. Some estimated 50 long‐distance buses could be provided with layovers in TBT. The TBT would require nine departure platforms with three departure concourses as follows: •
•
•
Concourse #1: Services passing Peradeniya ‐ 2 platforms +1 spare Concourse #2: Services passing Katugastota – 2 platforms + 1 spare Concourse #3: Local Roads/Ampitiya – 2 platforms + 1 spare There would need to be two arrival platforms and around 50 bus parking bays. The facility should be designed for maximum passenger convenience and for smooth vehicle operations that would include conflict free traffic circulation, parking and turning. Bus cleaning and minor repair and fueling facility should also be provided. The terminal should also contain resting and refreshing facilities for bus crews designed as a separate section. The site should also contain the office of the TBT manager. The terminal should be finished with air conditioned facilities for waiting areas and real time information displays on departures. Ticketing should be at the main lobby with waiting areas to follow. Boarding will be through gates to platforms to which the bus is assigned, similar to the function of an airport. The design should be aesthetically attractive and be functional to provide a safe and comfortable experience for the passengers. It should have all modern amenities including wi‐fi access. However, construction of permanent structures is discouraged since there is potential that this should be re‐located to Digana or Pallekele within the next 5‐10 years in order to make it part of the satellite town being created at Digana/Pallekele area. It should also ensure that the impact on the free flow of traffic on A26 is minimized. 7.7.4
Project Period
Two Years (2015‐Acquisition, Design; 2016‐ Award, Construction) 7.7.5
Cost
Rs.65 million is estimated for the development. Operating cost including staff, utilities and ticketing for 24/7 operation is estimated at Rs. 2 million per month. A 2% maintenance cost per year will result in an annual cost of Rs. 25 million per annum. Table 7‐9: Cost estimates for TBT ITEM Preliminaries Site preparation Construction of main structure with filing Facility area Common area Miscellaneous works Sub total Add :10% contingencies Total [excluding vat] ADD 12% of VAT Total [including vat] USD MN Rs Mn 1.00 10.00 10.00 20.00 10.00 2.00 53.00 5.30 58.30 7.00 65.30 0.50 7.7.6
Benefits
This will result in 319 additional round trips between Kandy and TBT. However it appears that around 50% of inter provincial buses and 20% of regional buses park away from the CBD. As such the effective trips would be 217 trips. While this will be an additional cost, the benefits would be the reduction of 383 bus trips circulating within the CBD. There would be a benefit from the additional frequencies by reduced load factors on buses. It is estimated that around 19,000 passengers would use the TBT at a higher utility value. Benefits are available from reduction of accidents as well as improvement to air quality at GSBT. There would also be a utility for bus crews from improved service availability and reduction of bus turn‐around time. 7.7.7
Financial Cost Recovery
Assuming that initially there is a user recovery fee of Rs. 20 for processing of all long distance bus passengers and Rs. 50 for all regional buses starting services. A parking lay over charge of Rs. 100 per vehicle could be levied from long distance buses having long layovers. Commercial rental space and advertising would need to be increased up to Rs 400,000 per month for O&M cost to be recovered. The investment cost could be recovered only in the latter period of the design life where the user fees should be gradually increased to keep pace with the per capita incomes by around 6% in real terms. In this case the initial investment could be recovered. 7.8
PT 4: Upgrade of Railway Stations and improving access
Currently only around 2% of people arriving to Kandy use the railways using three access lines from Kadugannawa, Gampola and Matale.All of these are catchment areas for passengers arriving in Kandy. The reasons for low patronage of the railway are mostly (a) low speed, (b) low frequency and (c) poor access to stations. Therefore, there is potential to improve railway use. The most significant improvement would be to double track the line from Peradeniya to Kandy. This improvement has already been commenced by the SLR. The redevelopment of these stations by improving access, visibility, functionality and safety is expected to increase the use of these stations as well as the railway. 7.8.1
Institutional Arrangement
The SLR is responsible for the maintenance and development of railway stations. The access to most stations is beyond its scope, and rests with the relevant agency managing the access road. The improvement of access would require providing improved inter‐phase between station and road access. This could involve the RDA, PRDA as well as the KMC. In addition, the provincial RPTA is also involved in directing bus operations to feed the railway stations. 7.8.2
Location of Facility
There are altogether 11 stations between Peradeniya and Katugastota, with the areas ear‐marked for improvement of the railway as a commuter railway. The section of track between Sarasavi Uyana and Kandy is being double tracked at present. 7.8.3
Facility to be developed
The facilities to be developed per small station would typically constitute the following: •
•
•
•
•
Improvement to existing infrastructure including lighting – Rs. 2 million Improvement to furniture and equipment – Rs. 1 million Providing safety features encouraging use by women and children – Rs. 1 million Improving access to station through roads and walkways in area – Rs. 5 million Providing parking and drop off points – Rs. 1 million The above makes up a total of Rs. 10 million per station. Assuming that there would be 7 small stations and 4 larger stations including Kandy for which this allocation is doubled. Priority could be given to stations between Peradeniya and Kandy given that the railway double tracking has already commenced, with intention to have higher frequencies and higher travel speeds encouraging more users to the railway. It would be of special interest to provide safe access to schools from railway stations. The Katugastota station could be studied for development as a freight handling station. 7.8.4
Project Period
Two Years (2015‐Acquisition, Design; 2016‐ Construction) 7.8.5
Cost
Rs. 150 million is estimated for the development. Operating cost including staff, utilities and ticketing for 24/7 operation is estimated at Rs 2 million per month. A 2% maintenance cost per year will result in an annual cost of Rs. 25 million per annum. 7.8.6
Benefits
The process of making the train more accessible will augur well with the on‐going development of the railway, which is intended to increase frequency and speed of train operations between Peradeniya and Kandy. This project intends to increase passenger travel by railway to Kandy, to increase from the current 6,000 per day to 20,000 per day by 2020. This would be a positive economic contribution by reducing traffic from the mostly congested roads. 7.8.7
Financial Cost Recovery
The increased revenue from 14,000 passengers would amount to around Rs. 75 million per year. If it is assumed that 40% of this would come from the identified stations, the financial gain to the railways would be Rs. 30 million per year. 7.9
TM1: Improve capacity and traffic management measures on major access roads
The study determines that all of the major access roads to Kandy are poorly designed hampering free flow of traffic. Some road sections such as WGM between Heerassagala junction and the Kandy railway station are ear marked for four lane widening as is the section of A9 from Katugastota to Asgiriya junction. But the roads such as SBM and SWRDB Road, the A26 and Sri Sangaraja Mw are unlikely to afford widening beyond two lanes. Projects under this sub‐component are to be developed by the RDA. 7.10 TM2: Improve capacity and speed of by-pass roads
A road construction programme is required where by‐roads that could be used as by‐passes to the CBD for traffic passing through Kandy are identified and developed. This would include the following specific investigations: •
•
•
•
•
•
Western Outer Bypass: Guhagoda Road (B365, from Getambe to Katugastota 11 km) North‐Eastern Outer Bypass: (B205from Katugastota to Madawela, 7.2 km and: B256 from Madawela to Digana, 8.2 km) South‐Eastern Outer Bypass (new tunnel trace being studied by the RDA or alternate road trace development) East‐West Outer By‐pass: to connect the A26 through a new two lane road link from Tennekumbura bridge along the right hand side river embankment, and then by widening the Dutugemunu Mawatha to 2 lanes running along the southern embankment of the Mahaweli River up to Nittawela, for a distance of 4.8 km. Western Inner Bypass: Combination of Anniwatte Road, Mapanawatura Road and George E De Silva Mw. North‐Eastern Inner Bypass: Dharmasoka Mawatha (B550, Nittawela to Lewella via Mavilmada) These roads, all of which are likely to be two lane facilities should be designed to international standards with respect to lane width, road markings and signs. In keeping with the public transport priority, the bus stops should be located taking into consideration passenger convenience and impact on traffic flow. Pedestrian safety should also be considered a priority by ensuring adequate designs for safe pedestrian walkways with raised curbs, crossings at necessary locations and road lighting. Projects under this sub‐
component are to be developed by the RDA. 7.11 TM4: Improving the traffic management system and on-street improvements
within the CBD
7.11.1 Institutional Arrangement
There are multiple stakeholders in improving traffic flow in the Kandy City. While the RDA manages the main roads other roads within the city are managed by the PRDA as well as the KMC. The UDA and KMC have road frontage development control, while parking is managed by the KMC. The Police supervise traffic movements. 7.11.2 Location of Facility
Improvement will be within the CBD, bounded by the junction of the SWRDB M and SBM to the South, and the Kandy Lake and Maligawa to the east, and by Asgiriya by‐pass to the east, up to Asgiriya junction of the A9. 7.11.3 Facility to be developed
It is expected that TA2 would determine the exact on‐street infrastructure to be developed under this project. The on‐street facilities recommended at this stage are: •
•
•
•
•
•
•
Design and implementation including training of a centralized traffic control systems that can include coordinated control for 20 locations. This would include an Operations Control Centre. It would also attempt at synchronization of junctions in close vicinity and CCTV cover for all critical sections. Design of new road link between WGM and SBM/SWRDBM with an elevated crossing of the railway line, primarily to enable the movement of buses between the two roads as well as a alternate road to the railway crossing on SWRDBM Improving on‐street parking through improved curb layout, junction re‐design and improved traffic circulation. Imposition of maximum parking durations to be investigated. Improve pedestrian facilities on all roads within CBD through installation of signalized crossing where required, improved walkways and raised crosswalks where required. Improve safety on all roads within CBD after identifying accident locations and audit of road design to be carried out. Required road channelization and safety features to be incorporated. Location of bus stops and improvements to facilitate free flow of traffic, especially along the Sri Sangaraja Mw. A special consideration would be the design of the eastern end of Sangaraja Mw where it meets with the Ampitiya Road and the Louise Peiris Mw. This should be re‐designed to ensure the smooth flow of traffic when the by‐pass near Mahamaya proposed by the RDA is incorporated to the road network. 7.11.4 Period
Two Years (2014 report and design; 2016‐ Construction) 7.11.5 Cost
A block allocation of USD 5 million (Rs.650 million) is allocated for all these projects. 7.11.6 Benefits
These measures would reduce traffic delays, improve smooth traffic flow, reduce accidents and improve air quality. 7.12 TM5: Improving off-street parking facilities
7.12.1 Institutional Arrangement
Off‐Street facilities are under the purview of the KMC. 7.12.2 Location of Facilities
Facilities will be within the CBD, bounded by the junction of the SWRDBM and SBM to the South, and the Kandy Lake and Maligawa to the east, and by Asgiriya by‐pass to the east, up to Asgiriya junction of the A9. 7.12.3 Facilities to be developed
The following design and construction projects are recommended: •
An off‐street parking facility for Tomlin Park, where between 700‐1000 vehicles arriving at the Maligawa carrying pilgrims and tourists are parked. • One or two off street car park located close to the grid city. • Pedestrian walkway in gridiron city. The following features are also provided • Currently the northern part of the Lake Round road is utilized for access and parking to 700 to 1,000 vehicles per day including buses, carrying pilgrims and tourists to the Maligawa. These vehicles do not have a well‐designed parking area and buses in particular have to drop passengers and park in diverse locations around the city. The buses have to return at a later time to pick up passengers, which causes severe congestion both on the roads in the vicinity as well as around the waiting areas. The total number of parked vehicles range between 50 and 100 during most of the weekdays, increasing to around 150 vehicles during the weekend. • With the Maligawa being the key tourist attraction in Kandy, it is pertinent to ensure that there is smooth movement of visitors and vehicles when they arrive. The impressions of the tourists, both foreign and local are important to the economy of Kandy as well as to its reputation as a World Heritage Site. This requires the study and redesign of parking for the visitors to the Maligawa. Tomlin Park has been proposed by the Kandy Municipal Council as a potential site. This land is currently located around 100 metres east from the Maligawa entrance and is immediately available for construction as it is owned by the Kandy Municipal Council. The land is located between the Sri Sangaraja Mw and the A26 road, and can thus be accessed at two levels making it ideal for parking. It can accommodate around 80 vehicles at a given time in two floors namely the ground floor and the first floor all of which would be accessible from Sri Sangaraja Mw with the upper floor accessible from the A26. The adjacent private land has also been identified for potential expansion of the parking facility and for commercial purposes. The possibility of constructing this using private financing or on loan recovery basis will be investigated. The first floor will accommodate arriving buses as well as buses being called back for pick up. It would also provide for more access orientation. Table 7‐10: Areas assigned for off‐street parking within CBD 7.12.4 Project Period
Two Years (2015‐Acquisition, Design; 2016‐ Construction) 7.12.5 Cost
A block allocation of USD 2 million (Rs. 260 million) is allocated for the Tomlin Park projects. Around 2% p.a. of investment cost. Table 7‐11: Cost estimates of off‐street parking within CBD ITEM Preliminaries Site preparation Raft foundation Ground floor First floor Miscellaneous works Sub total Add :10% contingencies TOTAL [EXCLUDING VAT] ADD 12% of VAT TOTAL [INCLUDING VAT] USD MN Rs Mn 2.50 6.60 5.50 65.60 36.80 26.50 143.50 14.35 157.85 18.94 176.79 1.36 A cost of Rs. 5 million is allocated for the two off‐street vehicle parks. The total allocation for off‐street facilities is Rs. 7 million. 7.12.6 Benefits
These measures would improve the convenience of visitors to the Maligawa as well as provide motor able access to the commercial areas of the city. 8
Summary of Costs and Economic Analysis
The proposed projects are integrated towards the realization of the objectives set out in Chapter 2. The PT projects in particular will increase the quality of public transport to make services competitive to users as incomes increase, and ensure that the current 60% share of passenger traffic is maintained within Kandy city. The proposed projects in traffic & parking management (TM ) are aimed at limited improvement to the free flow of traffic within Kandy city. These TM measures will only have limited benefit as it is likely that even with improved public transport traffic will fill the new space created by new road links, widened roads space and road space made free by removing parking and other improvements. As such the current program envisages a 10 year period of benefits during which the proposed strategic traffic demand management (PT2) policy should be implemented as Phase II of this program. As such the current investment of the proposed projects should be assessed against the benefits that would be achieved within this period even though some of the benefits such as infrastructure projects have a much longer life period. This would thus be a conservative assessment of benefits against costs. 8.1
Project Outcomes and Measurements of Benefits
The project outcomes based on the goals and objectives set out in Chapter 2 have been tabulated along with the indicators that can be used to measure the anticipated results. Table 8‐1: Summary of anticipated outcomes based on goals and objectives Goals Create New Economic Opportunities Improve Efficiency of 14
Outcomes 14 • To facilitate more people to access Kandy for work, study and business as well as foreign and local tourists, increasing person trip entries to the CBD from 325,000 in 2011 to 500,000 per day by 2025. • To facilitate 50% of the current 60,000 bus to bus transfers that currently occur in the CBD which have no significant economic impact on Kandy city to be eliminated so that the terminal in the CBD is available for value adding passenger movements. • To facilitate the vehicles passing through Kandy to use by‐pass roads thus reducing such traffic from private vehicles and goods vehicles in 2011 by 50% in 2020 • To open up hitherto under‐developed areas within the Kandy city for appropriate development through improved access whereby trip ends that are outside the CBD by 20% by 2025. Indicators15
Passenger Count at KMC boundary Bus Passenger OD survey at KMTT and satellite terminals Roadside OD survey at three gateways to Kandy‐ Getambe, Katugastota and Tennekumbura do • To ensure that current road and rail capacity as well as Door to door travel time the bus transport network is fully utilized and to be compared from OD Specific development objectives are not found in existing planning documents. Some baseline data can be used from 2011 UoM KCTS project and from data collected under this project. Others should be established. 15
Outcomes 14 Goals the Transport System •
•
•
•
•
•
•
Improve Social Equity Consolidate Status as a Heritage City Improve and Sustain Livability integrated to supply efficient transport at reduced cost and time while improving comfort and convenience. To improve the efficiency of the road traffic movement in order to attain congestion free traffic flow conditions. To make available an appropriate number of parking spaces for motorized access for commercial purposes in the CBD. To improve access to the Maligawa and other tourist attractions. To improve access to schools. To improve pedestrian mobility within the city. To improve reliability and consumer satisfaction of using the transport system. To keep the current market share of bus users and to improve that of the railways in the long‐term Indicators15
surveys of road and rail passengers Average roads speeds within Kandy city. Off street parking spaces in the CBD. Number of visitors to Maligawa Time spent in accessing school Consumer satisfaction survey Passenger count and computation of modal share • To ensure that there is adequate choice of transport modes including quality public transport services available so that people accessing Kandy, especially those with lower incomes are not disturbed. • To manage transport and traffic activity to ensure free flow conditions where the peaceful and tranquil ambience necessary to support Kandy as a heritage city can be maintained so that its religious and tourist character can be retained. • To facilitate greater pedestrian activity especially for tourist to safely enjoy the different features within the CBD. Fare by public transport as % of household income • To reduce traffic congestion, delays, traffic accidents and negative environmental impacts through a modernized and integrated multi modal transport management and traffic control systems. • To ensure that the city continues to be able to sustain free flow traffic conditions through an appropriate Transport Demand Management (TDM) measures to restrict private vehicle travel which in turn can be achieved only through developing and maintaining quality public transport services. Average road speed, number of fatal and grievous accidents, average stop distance in traffic flow within Kandy city. Reduced ambient noise levels Increased visitors in pedestrian flows within CBD 8.2
Cost of Interventions
The cost of interventions has two components for each project. The first being the investment cost and the latter being the recurrent cost over the 10 year period for which this assessment is made. This is given as tabulated below. Table 8:2: Estimation of Project Costs Furthermore since all projects include 12% VAT component and other taxes on inputs, the costs will be considered at 80% of financial costs. 8.3
Calculation of Benefits
Benefits are calculated based on measured travel conditions at present and under two scenarios. The first scenario would be the resulting transport cost for Kandy city under the proposed interventions. The second would be the same cost without the proposed interventions. The traffic surveys under the KCTS and the current study have been used to make estimates of the transport conditions under which the cost is calculated for current conditions. The future conditions are based on the targets set out in section 8.1 and the resulting system performance with and without the intervention. For example, it is envisioned under the goals to increase the number of persons arriving in Kandy from 325,000 to 500,000. This has been set as a goal for both scenarios and the performance of the system has been checked under each. Table 8‐2: Benefits calculated under the two considered scenarios The existing transport system without interventions returns a cost increase from Rs.6,482 million per year to Rs.19,997 mn per year in constant values by 2025. This means that transport cost in real terms will increase on average by 8% per year. The annual average cost of a person arriving in the CBD would increase from Rs. 19,943 per year in 2011 to Rs 41,109 per year by 2025. This would constitute the doubling of transport costs in 14 years. Under the intervention proposed, the cost of a person travelling to CBD will increase to only Rs.23,852 per year by 2025, thus reducing the cost increase to 1% per year. The net reduction is therefore a saving of Rs 8,369 million in the year 2025. The total saving from 2016 to 2025, a period of 10 years discounted to 2014 prices is Rs 41,826 million. 8.4
Benefit Cost Analysis
The benefit cost analysis possible within the scope of the study calculates a simple Benefit Cost Ratio (BCR) which is the ratio between the cumulative benefits and cost over the period. Table 8‐3: Economic comparison of the two scenarios This shows the project returns a very high BCR of over 8, with an IRR of approximately 24%. 9
Environmental Screening
9.1
Assessment Methodology
I.
The proposed sites under the project were visited and a rapid environmental screening was carried out to study the existing ecosystem components related to physical, ecological and other environmentally sensitive locations. II.
Information related to physical and environmentally sensitive locations were gathered through secondary data and personnel communications held during site visit. III.
Major habitats/vegetation in and around the project area were identified during the site visit. The rapid ecological survey was carried out during the day time within the project area and outside of the project area in order to assess biological environment, to identify existing environmental problems/issues, to identify possible ecological impacts, to propose mitigation measures. This rapid survey included field assessment of both aquatic and terrestrial fauna and flora using appropriate techniques suitable for such a rapid ecological assessment. IV.
The observed animal species were identified by using the most recent published descriptions and taxonomic keys provided by D’Abrera (1998), Bedjanic et al. (2007), Harrison (2011), Warakagoda et al. (2012), Phillips (1935), Kotagama (2005), Goonatilake (2007), Fernando (1990), Manamendra‐Arachchi and Pethiyagoda (2006), Das and De Silva (2005), Somaweera (2007), Somaweera and Someweera (2009). The national conservation status of the species was recorded according to the national red list 2012 of Sri Lanka (MOE 2012). Identification of the observed plant species were based on published descriptions and taxonomic keys provided by Dassanayake and Fosberg (1980 – 1991), Dassanayake, Fosberg and Clayton (1994 – 1995), Dassanayake and Clayton (1996 – 2000), Dassanayake, Clayton and Shaffer‐Fehre (2006). The national conservation status of the species was recorded according to the national red list 2012 of Sri Lanka (MOE 2012). Nomenclature of flowering plant was based on Senaratna (2001). V.
Project Location: Three peripheral terminals proposed at Getambe, Tennekumbura and Nittawela and Goods Shed area for the proposed multimodal terminal were the four main locations assessed and the respective details are given in following table for the locations shown earlier in Section 7.5. Table 9‐1: Locations of environmental assessments Location 1 Peripheral Terminal at Getambe 2‐A Peripheral Terminal at Tennekumbura 2‐B 3 Multimodal Terminal at Good Shed 4 Peripheral Terminal Nittawela 9.2
9.2.1
DSD GND N E Getambe 07o 16.255 80o 36.438 07o 16.947 80o 39.978 07o 16.909 80o 39.928 Katukele 07o 17.349 80o 37.837 Wattaranthenna
07o 19.033 80 37.786o Tennekumbura Name Gangawata Korale No GPS Existing Environment
Physical Environment
1. Topography & Terrain: All five proposed sites are located in a hilly terrain, within the Hantana mountain range and the approximate elevation of the proposed sites are about 1500 ft from mean sea level. However, according to the National Building Research Organization data, the identified sites are not located within the high‐risk land slide areas. 2. Climatic Condition: The Kandy district where the proposed sites are located represents highland wet zone where a cool and wet climate prevails. The average annual temperature is 22.5 ‐ 25 oC with its lowest during December ‐ January and the highest during February ‐ April. The rainfall pattern of the Kandy district is considerably uniform throughout the year, with no clear seasonal variation. The total annual rainfall of 2,000‐ 2,500 mm is mainly distributed between the South‐West monsoon, in May ‐ September (750 ‐1,000 mm), the North‐East monsoon in December ‐ January (400 ‐ 500 mm) and the inter‐monsoonal convectional rains peaking in October ‐ November. 3. Soil: Red yellow Podzolic and Reddish Brown Earth are dominant in the area where identified sites are located. 4. Surface & Ground Water Resources: All identified sites are located within the Mahaweli River basin and the identified areas are rich in surface water resources. In addition to the rain fall runoff, Mahaweli River is the only other surface water resource available in the area. The surface water bodies associated with the proposed sites are given in Table 9‐2. Table 9‐2: Surface water bodies at proposed sites 1 Peripheral Terminal at Southern & part of western boundary is demarcated by Meda Getambe Ela and Mahaweli river flowing about 250 m North from the site 2‐A Peripheral Terminal at Eastern boundary of the proposed land is located at the Tennekumbura Mahaweli river bank ( less than 50 m to the edge of the land) 2‐B About 150 m away from the Mahaweli river 3 Multimodal Terminal at Kandy lake is the nearest surface water body to the proposed Goods Sheds site located about 500m from the identified site 4 Peripheral Nittawela Terminal Mahaweli river flowing about 400 m distance at east from the site 5. Groundwater in Kandy exists mostly in the form of semi confined aquifers in the first 100 m of the bedrock. This groundwater exits both as small pockets of underground reservoirs and as fissure groundwater. The yields of these aquifers are not very well known and are limited as they recharge very slowly. In addition, there exist high‐yielding groundwater resources along the alluvial flood plains of Mahaweli River that are mostly recharged by the river water. However, use of ground water as a drinking water source is less in the area where identified sites are located, and pipe water is available as the sites are mainly located within highly urban and commercial areas. 6. Flooding and Drainage: The Mahaweli river flood plain, Kandy Lake and Meda‐ela are the three main storm water and drainage paths associated with the identified sites. 7. Meda‐Ela and Mahaweli flood plain are the main areas associated with the storm water and drainage path of the Site 1 which is proposed as Getambe Peripheral Terminal which is located at the edge of Meda‐Ela, a stream that carries spill water from the Kandy Lake to the Mahaweli River. It flows across an urbanized sub‐catchment that covers a substantial part of Kandy city. Commercial establishments, residential areas and hospitals along its pathway have direct sewerage outlets connected to the stream. It also receives waste water directly and indirectly from tourist hotels, schools, the central market and other establishments in the catchment area. A network of wastewater canals draining from various parts of Kandy city are connected with Meda‐Ela while it flows towards Mahaweli. In addition, it is fed by a number of perennial and seasonal streams draining from the adjacent hilly terrain. 8. One part of the identified site 2 for Tennekumbura Peripheral Terminal is located at the Mahaweli river flood plain and the other part of the identified land is a water log area where a small water way was observed during the visit. According to the people living in the area, the identified area is filled by water during rainy season, as it acts as a storm water drainage path towards Mahaweli River. 9. The Kandy Lake is a man‐made water body in the center of the city, and Site 3 which is proposed as a Multimodal terminal at Good Shed is in close proximity to the lake. The Kandy Lake is connected to the Palace moat and drains out in to the Meda‐Ela. A number of canals from the hilly regions along Rajapihilla Mawatha and the Ampitiya area also feed in to the lake. According to the information received through personal communication during the site visit, it was revealed that water gets stagnated and sometimes earth slips occur in some parts of the Good Shed Bus Stand and adjacent areas. 10. The identified site 4 at Katugastota is located a ta lower elevation compared to the surrounding road and other buildup areas. Hence a drainage / storm water path exists within the site and acts as a water log area during rainy season. This flows to the adjacent Mahaiyawa canal located at the eastern boundary of the land and the canal ends up at Mahaweli river which flows about 400 m from the site. 9.2.2
Ecological Environment
Existing vegetation / habitats: Biogeographically, the proposed project area lies within the wet zone. Floristically it is under Kandy and upper Mahaweli floristic zone. Tropical wet evergreen forests and humid zone dry Patana grasslands are typical natural vegetation formations in the Kandy and upper Mahaweli floristic zone. However, typical natural vegetation formations (Tropical wet evergreen forests and humid zone dry Patana grasslands) do not exist in the surrounding areas of the proposed project sites as the areas are highly human modified. Most of the lands in the proposed project areas are now under human influence and cleared for human settlement and development. 9.2.2.1 Peripheral Terminal Site at Getambe
(a) Recently filled land and located between Canal (Meda Ela) and main road (William Gopallawa Mawatha). No vegetation in the centre of the filled land, and only weedy and pioneer plant species:Panicum maximum (Rata Tana), Ipomoea cairica, Ricinus communis (Beheth Endaru), Tridax procumbens, Argyreia populifolia (Giritilla), Stachytarpheta jamaicensis (Balu Nakuta), Lantana camara (Gandapana), Euphorbia hirta (Bu Dada Kiriya), Macaranga peltata (Kenda), Gliricidia sepium (Weta Mara), Muntingia calabura (Jam), Musa x paradisiaca (Kesel), Mimosa pudica (Nidikumba), Mikania cordata (Wathu Palu), Gomphrena celosioides, Amaranthus viridis (Kura Tampala), Mukia sp., Crotalaria sp., Vernonia cinerea (Monara Kudumbiya), Leucaena leucocephala (Ipil Ipil), Sida rhombifolia (Kotikan Bevila), Manihot esculenta (Maiyokka), Trema orientalis (Gadumba) inhabit the edges of the proposed land. (b) One side of the proposed land demarcated by the canal (Meda‐Ela) and Mimosa pigra (Yoda Nidikumba), Panicum maximum (Rata Tana), Ipomoea cairica, Ricinus communis (Beheth Endaru), Ageratum conyzoides (Hulan Tala), Mikania cordata (Wathu Palu), Commelina sp., Cuscuta sp. (Aga Mula Neti Wel), Ludwigia sp., Bidens pilosa, Cyperus aromaticus, Saccharum spontaneum (Wal Uk), Bambusa vulgaris (Kaha Una) are inhabiting plant species beside vegetation. (c) Mangifera indica (Amba), Artocarpus heterophyllus (Kos), Cocos nucifera (Pol), Persea americana (Ali Pera), Macaranga peltata (Kenda), Musa x paradisiaca (Kesel), Gliricidia sepium (Weta Mara), Terminalia catappa (Kottan), Carica papaya (Gas Labu), Areca catechu (Puwak), Muntingia calabura (Jam), Manihot esculenta (Maiyokka), Trema orientalis (Gadumba), Samanea saman (Para Mara), Delonix regia (May Mara) are common garden and avenue plant species found in the surrounding avenues, home gardens and gardens of other premises. (d) One endemic plant species, Argyreia populifolia (Giritilla) is among recorded plant species within the proposed land. Argyreia populifolia (Giritilla) is a common endemic climber recorded in proposed land and outside vegetations during the field ecological study and it is also very common endemic climber naturally inhabiting in almost any sunny or disturbed sites found mainly in wet, dry and intermediate zones of the country. No nationally threatened plant species were recorded in the surrounding area during the study. Mimosa pigra (Yoda Nidikumba) that inhabit beside the canal is considered a harmful plant species because of its invasive ability. (e) Orthotomus sutorius (Common Tailorbird), Turdoides affinis (Yellow‐billed Babbler), Corvus splendens (House Crow), Acridotheres tristis (Common Myna), Eudynamys scolopacea (Asian Koel), Dicaeum erythrorhynchos (Pale‐billed Flowerpecker), Nectarina zeylonica (Purple‐rumped Sunbird), Megalaima zeylanica (Brown‐headed Barbet), Loriculus beryllinus (Sri Lanka Hanging Parakeet), Accipiter badius (Shikra), Spilornis cheela (Crested Serpent Eagle), Nectarina lotenia (Loten’s Sunbird), Pycnonotus cafer (Red‐vented Bulbul), Psittacula krameri (Rose‐ringed Parakeet), Amaurornis phoenicurus (White‐breasted Waterhen), Halcyon smyrnensis (White‐
throated Kingfisher), Bubulcus ibis (Cattle Egret), Vanellus indicus (Red‐wattled Lapwing) are commonly observed bird species, Delias eucharis (Jezebel), Appias galane (Lesser Albatross), Euploea core (Common Crow), Mycalesis perseus (Common Bushbrown), Junonia atlites (Grey Pansy) are commonly observed butterfly species and Funambulus palmarum (Palm Squirrel) is commonly observed mammalian species in the area. Of the observed faunal species, Loriculus beryllinus (Sri Lanka Hanging Parakeet) Appias galane (Lesser Albatross) are endemic to the country. No nationally threatened fauna species observed. 9.2.2.2 Peripheral Terminal at Tennekumbura(Site 1- adjacent to the Mahaweli River)
(a) This includes floodplain of Mahaweli River which dominated by weedy plant species such as, Mimosa pigra (Yoda Nidikumba), Panicum maximum (Rata Tana), Muntingia calabura (Jam), Mikania cordata (Wathu Palu), Leonotis nepetiifolia, Ludwigia peruviana. Beyond the floodplain, toward landward there is amixture of abandoned vegetation and home garden vegetation within the proposed land. Cocos nucifera (Pol), Artocarpus heterophyllus (Kos), Samanea saman (Para Mara), Macaranga peltata (Kenda), Cananga odorata (Rata Sapu), Gliricidia sepium (Weta Mara) are plant species inhabit in home garden vegetation. Weedy plant species, Panicum maximum (Rata Tana), Lantana camara (Gandapana), Mimosa pigra (Yoda Nidikumba), Ocimum gratissimum (Gas Talaa), Mimosa invisa, Mimosa pudica (Nidikumba), Ipomoea cairica, Flueggea leucopyrus (Heen Katu Pila), Crotalaria pallida, Cardiospermum halicacabum (Wel Penela), Ichnocarpus frutescens (Gerandi Wel), Borassus flabellifer (Tal), Urena lobata (Patta Epala), Mikania cordata (Wathu Palu) inhabit theabandoned vegetation. Few small trees of Terminalia arjuna (Kumbuk) were observed within the land, with those probably being planted species. (b) Cocos nucifera (Pol), Artocarpus heterophyllus (Kos), Samanea saman (Para Mara), Macaranga peltata (Kenda), Gliricidia sepium (Weta Mara), Mangifera indica (Amba), Musa x paradisiaca (Kesel), Artocarpus incisus (Del), Psidiumguajava (Pera), Tectona grandis (Thekka) are common home garden plant species found in the surrounding area. (c) No endemic and nationally threatened plant species were recorded in and surrounding area during the study. Mimosa pigra (Yoda Nidikumba) that inhabit the proposed land area and beside the River is considered as harmful plant species because of its invasive ability. (d) Megalaima haemacephala (Coppersmith Barbet), Megalaima zeylanica (Brown‐headed Barbet), Dicaeum erythrorhynchos (Pale‐billed Flowerpecker), Nectarina lotenia (Loten’s Sunbird), Prinia hodgsonii (Grey‐breasted Prinia), Eudynamys scolopacea (Asian Koel), Orthotomus sutorius (Common Tailorbird), Turdoides affinis (Yellow‐billed Babbler), Pycnonotus cafer (Red‐vented Bulbul), Corvus splendens (House Crow) are commonly observed bird species, Euploea core (Common Crow), Ypthima ceylonica (White four‐ring), Appias galane (Lesser Albatross), Danaus chrysippus (Plain tiger), Chilades pandava (Plains Cupid) are commonly observed butterfly species and Funambulus palmarum (Palm Squirrel) is a commonly observed mammalian species in the area. Of the observed faunal species, Appias galane (Lesser Albatross) is endemic to the country. No nationally threatened fauna species observed. 9.2.2.3
Peripheral Terminal at Tennekumbura (Site 2)
(a) Abandon land dominated by weedy plant species, Panicum maximum (Rata Tana), Leucaena leucocephala (Ipil Ipil), Ricinus communis (Beheth Endaru), Mimosa pigra (Yoda Nidikumba), Ipomoea cairica, Tithonia diversifolia (Wal Suriyakantha), Abutilon indicum (Wal Anoda), Mikania cordata (Wathu Palu). Bambusa vulgaris (Kaha Una), Carica papaya (Gas Labu), Gliricidia sepium (Weta Mara) are other plant species observed within the proposed land. (b) Few trees of Samanea saman (Para Mara) observed along one edge of the proposed land (near to main road). There is a small water way going through the proposed land and beside such water way plant species, Saccharumspontaneum (Wal Uk), Mikania cordata (Wathu Palu), Panicum maximum (Rata Tana) were observed. (c) Cocos nucifera (Pol), Artocarpus heterophyllus (Kos), Gliricidia sepium (Weta Mara), Mangifera indica (Amba), Musa x paradisiaca (Kesel), Areca catechu (Puwak), Delonix regia (May Mara), Caryota urens (Kitul) are common home garden plant species found in the surrounding area. (d) No endemic and nationally threatened plant species recorded in and surrounding area during the study. Mimosa pigra (Yoda Nidikumba) that inhabit the proposed land area is considered as a harmful plant species because of its invasive ability. (e) Megalaima zeylanica (Brown‐headed Barbet), Megalaima haemacephala (Coppersmith Barbet), Pycnonotus cafer (Red‐vented Bulbul), Orthotomus sutorius (Common Tailorbird), Corvus splendens (House Crow), Turdoides affinis (Yellow‐billed Babbler), Eudynamys scolopacea (Asian Koel), Dicaeum erythrorhynchos (Pale‐billed Flowerpecker) are commonly observed bird species.Junonia atlites (Grey Pansy), Appias galane (Lesser Albatross), Leptosia nina (Psyche) are commonly observed butterfly species and Funambulus palmarum (Palm Squirrel) is a commonly observed mammalian species in the area. Of the observed faunal species, Appias galane (Lesser Albatross) is endemic to the country. No nationally threatened fauna species observed. 9.2.2.4
Peripheral Terminal Nittawela
(a) Abandoned land dominated by weedy plant species, Panicum maximum (Rata Tana). Ipomoea cairica, Mikania cordata (Wathu Palu), Musa x paradisiaca (Kesel), Artocarpus heterophyllus (Kos), Caryota urens (Kitul), Samanea saman (Para Mara), Gliricidia sepium (Weta Mara), Cocos nucifera (Pol), Cananga odorata (Rata Sapu), Leucaena leucocephala (Ipil Ipil), Ricinus communis (Beheth Endaru), Mimosa pudica (Nidikumba), Flemingia strobilifera (Hampinna), Hyptis capitata, Trema orientalis (Gadumba), Stachytarpheta jamaicensis (Balu Nakuta), Durio zibethinus (Duriyan), Litsea glutinosa (Bomee), Ludwigia peruviana are other inhabitingplant species within the proposed land. (b) One side of the proposed land demarcated by canal and Panicum maximum (Rata Tana), Trema orientalis (Gadumba), Bambusa vulgaris (Kaha Una), Ludwigia peruviana, Mikania cordata (Wathu Palu), Ipomoea cairica are common in beside vegetation. (c) Cocos nucifera (Pol), Artocarpus heterophyllus (Kos), Gliricidia sepium (Weta Mara), Mangifera indica (Amba), Musa x paradisiaca (Kesel), Caryotaurens (Kitul), Macaranga peltata (Kenda), Trema orientalis (Gadumba) are common garden and avenue plant species found in the surrounding avenues, home gardens and gardens of other premises. (d) No endemic and nationally threatened plant species recorded in and surrounding area during the study. (e) Corvus splendens (House Crow), Orthotomus sutorius (Common Tailorbird), Psittacula krameri (Rose‐ringed Parakeet), Pycnonotus cafer (Red‐vented Bulbul), Dicaeum erythrorhynchos (Pale‐
billed Flowerpecker), Acridotherestristis (Common Myna) are commonly observed bird species, Euploea core (Common Crow), Danaus genutia (Common tiger), Mycalesis perseus (Common Bushbrown), Junonia atlites (Grey Pansy) are commonly observed butterfly species and Funambulus palmarum (Palm Squirrel) is a commonly observed mammalian species in the area. No endemic and nationally threatened fauna species observed. 9.2.2.5 Multimodal Terminal at Good Shed
(a) Developed area and Peltophorum pterocarpum, Mangifera indica (Amba), Artocarpus heterophyllus (Kos), Persea americana (Ali Pera), Tabebuiarosea, Spathodea campanulata, Ficus religiosa (Boo) are common plant species inhabiting the proposed land area. (b) No endemic and nationally threatened plant species recorded in and surrounding area during the study. (c) Corvus splendens (House Crow), Acridotheres tristis (Common Myna), Columba livia (Rock Pigeon) are commonly observed bird species in the area. No endemic and nationally threatened fauna species observed. 9.3
Other Environmental Features
(a) Surrounding Buildup Environment: The Kandy city stretched out from the east to the residential and commercial areas of Tennekumbura from the west to Peradeniya where two of identified sites are located. The other site located in Northern access where the city continues on towards Katugastota. Commercial areas are housed along the main access roads in these areas and built in a densely packed manner. The identified sites are facing main roads and there are no any residential areas found. (b) The identified terminal sites are located mainly within commercial hub of Kandy city, which is also known as gridiron city area and hence there is a large influx of traffic into the city. Traffic congestion within the study area is prominent as many of the major roads being located on hilly areas and narrow in nature lead to major traffic congestion. This is especially noticeable in areas around the lake, grid city and Getambe and Katugastota areas during morning and afternoon rush hours. Therefore development of proposed multimodal facilities, including transport terminals and parking areas will be mostly required for a better physical planning. (c) Kandy city has been declared by UNESCO as a Living World Heritage Site. Thirty two buildings in the city have been identified as heritage buildings and the UNESCO symbol has been displayed on the walls of these buildings, demarcating them as key physical cultural resources. Kandy is also designated as a sacred city by the Urban Development Authority of Sri Lanka. The areas identified for development are mostly filled or abandoned lands and no historical or archeologically significant place is located within a 100 m radius. However, dredging or tunneling activities need to be conducted in a careful manner as the area has historical importance. (d) Other environmental features related to each identified sites are shown in brief in following table. Photographic details are also found in the following pages. Table 9‐3: Summary of environmental features at identified sites 1 Peripheral Terminal at Residential/ Sensitive areas: Getambe • Human residence exists on the other side of the Meda ela which is also a congested area. • The proposed site is located in highly commercial area facing William Goppallawa Mawatha and Mahanama Collage. • About 200 away from the site there is Getambe historical temple located in a high traffic area. No any traditional economic or cultural activities take place unless during religious festival season in Kandy. 2‐A Peripheral Terminal at • The 2 proposed sites at Tennekumbura is located at either side of Tennekumbura Hewaheta Road • The adjacent land is a home garden where a single family lives taking care of the adjacent land owned by an Indian citizen. However, the proposed land is located in Mahaweli reservation area. • The land next to the site had been a Hindu kovil which was shifted to another location recently and at present a Buddhist temple is build up. The area is an urban area with commercial and few residential houses. • The identified land is next to Tennekumbura Vidyaloka School ground located in an urban area. 2‐B • Residential houses are located at one side of the land in a higher elevation separate by a road and the other side of the land is Hewaheta main road. 3 Multimodal Terminal at • Highly commercial and build up area which includes Railway Goods Shed station, Goods Shed bus stand, Post office, local and private banks and number of other government buildings. • No residential houses located close by • Traffic congestion within the study area is prominent 4 Peripheral Nittawela Terminal • Residential houses are located beyond the eastern boundary of the site and other areas are commercial places • The site is beside the Katugastota (A9) road • Nittawela historical temple is located about 1 km away from the site and Historical Gallen Viharaya is located in a hilly area about 150 m away from the site • The Kandy Water supply and drainage board substation and pipe line is located at the corner of site Site 1 ‐ Peripheral Terminal at Getambe The site view at Meda ela side The filled area of the site Meda ela flowing at edge of site Front view of the site Surrounding area Southern end Surrounding area Northern end Site 2‐ A ‐ Peripheral Terminal at Tennekumbura The site view Residential house at the border Mahaweli river flowing at one end Vidyaloka Vidyalaya in front of site Surrounding area Site 2‐ B ‐ Peripheral Terminal at Tennekumbura The site view Small stream flowing through site Playground of Vidyaloka Vidyalaya Residential houses at the border Road at one edge and Mahaweli boundary stone Site 3 ‐ Multimodal Terminal at Goods Shed The site view Railway station Site 4 ‐ Peripheral Terminal Nittawela The site view Surrounding side view from land Water board shed at corner Surrounding front view from land Surrounding side view from land 10 Social Screening
Under the ongoing government program in urban development, recommendations have been proposed in the earlier chapters to improve the transport facilities to create a favorable environment in the CBD. Kandy city is highly congested and therefore, whatever development interventions proposed to enhance the transport system will create obvious positive and negative impacts to the existing environment. This section of the report includes a rapid assessment of a sociologist on potential impacts of the proposed Kandy transport improvement project. 10.1 The current difficulties in Kandy transport system
Seven important elements of Kandy business districts’ transport system were studied rapidly. Some significant constraints were discovered which need to be addressed when providing improved transport facilities to the township. Such constraints are mentioned below. Table 10‐1: Discovered constraints for transport development Studied sub component Goods shed bus terminal New bus terminal proposed in Existing constraint
•
Inadequate space to manage about 5000 bus movements daily from the bus terminal. •
Extremely high congestion due to availability 60 small temporary shops in the Bus terminal and the large migrant population coming to these shops and also users of the bus terminal •
Frequent damages to the busses in managing them in limited spaced terminal. •
Frequent conflicts among bus drivers and conductors in handing their busses in congested terminal ( and also conflicts between CTB and private bus operators) •
Difficulties to operate the bus time table system due to existing congestion. •
Difficulties faced by commuters to find the specific busses to travel their desired destinations. •
Difficulties faced by bus operators to find a suitable place in the Bus terminal to have temporary relaxation. •
Lack of facilities in the bus terminal for about 400,000 persons using the Bus terminals daily •
The difficulties faced by bus operators in providing informal bribes to the informal gangs helping to manage the busses within the congested environment. These are new proposals to establish bus terminals in available bare lands
Studied sub component Existing constraint
Getambe, Nittawela and Tennekumbura Railway stations between Katugastota and Peradeniya •
Commuters are compelled to walk or travel in a three wheeler for about 1.5km from the station to capture a public bus. •
Availability of a single track within the rail station. •
The road section between rail station and the main road is dilapidated. •
Non availability of power set and double lines in the station Sarasavi Uyana Station •
The road section to the rail station is dilapidated (Old Galaha road). •
About 1.5km distance from main road to the station, there is no public transport system. •
Non availability of power set and double lines in the station •
Both these halts are located close to Peradeniya‐ Kandy road. •
These rail stops do not function as a stations, just a halts for certain railways •
The main difficulty is nonstop of some railways at these halts. •
Main constraint is lack of space. •
Potential danger due to moving of busses frequently across the rail line. •
High congestion of traffic due to frequent closer of the road for the railway. •
Physical dilapidation of station in general. •
This is just a halt with no facilities to issue tickets. •
Only a single line is available •
Lack of space. •
Non availability of power set and also double lines •
This is just a halt with no facilities to issue tickets. •
Only a single line is available •
All the lanes connected to main 4 streets (Dalada street, Colombo Peradeniya station Rajawatta halt and Randal hill halt Kandy station Asgiriya halt Mahaiyawa rail station Walikanda halt Street within Kandy town Studied sub component Existing constraint
street, Yatinuwara street, Trincomalee street) are extremely narrow
On street traffic Management ( traffic in the roads in the immediate vicinity of Kandy town) •
Non availability of facilities to park the vehicles of the large Number of customers coming to the shops located along the main street and there link lanes. •
Difficulties to expand widths of these streets and by lanes due to space constraints •
Difficulties for the customers to find the specific streets and the shops due to this congestion. •
Frequent harassment from the police to the customers due to parking their vehicles on congested roads •
Some buses use to park on the roads located in the immediate vicinity of Kandy town. •
This has created difficulties for the vehicles coming to the town. •
Although many of the main roads connected to Kandy town have been improved the streets within the town are fully congested due to their inadequate widths. 10.2 The positive and negative implications of the proposed interventions
The perceived positive and negative impacts by the stakeholders on each center identified for improvement are summarized for each site in the following tables(based on limited number of community leaders consulted in each center). 10.2.1 Goods Shed Bus terminal
Table 10‐2: Perceived impacts of GSBT Perceived positive impacts Perceived Negative Impacts Establishment of a bus terminal with adequate space
There may be need to demolish about 60 small commercial establishments selling vegetables and tea. Reduction of number of damages to the buses in handling within the terminals Difficulties to operate the busses during construction phase of the project Facility for bus operators to relax until their turn comes
There will be disturbances to the commercial establishments located in the vicinity of the bus terminal. Reduction of conflicts among bus operators due to systematization of transport timetable and other facilities The access roads to the bus terminal will get congested during construction period. Possibility to deliver effective service through joined transportation by CTB and private buses Establishment of proper directions for the commuters coming to the bus stand Solutions to the difficulties during rainy days
Possible reduction of harassments from intermediaries ( gangs asking money in handling buses in the limited space terminal) 10.2.2 Getambe proposed bus terminal
Table 10‐3: Perceived impacts of GBT Perceived positive impacts Perceived Negative Impacts At present the buses coming to Kandy are parked in outside area about 3‐4km away from the bus terminal until their turns come. This problem get addressed due to proposed Getambe bus terminal Potential dust and noise during construction phase The harassments to the bus operators from the police due to their present behavior will get minimized The natural stream located behind the project site will get silted during construction period The congestion in the Kandy town due to large number of buses entering will get reduced. Some bus operators perceive that there may be tendency to impose condition on them to park their buses outside the city (at present these bus operators use to park their Buses informally in possible locations in the town) 10.2.3 Nittawela Bus terminal
Table 10‐4: Perceived impacts of NBT Perceived positive impacts Perceived Negative Impacts This will help to reduce the present traffic congestion in the town There can be disturbances to the “Wills Lanka Car sale” located in the vicinity of the proposed land Buses coming from Anuradhapura, Kurunegala, and Matale can be easily parked in this proposed terminal The proposed land is a low line area and filling of this land may create storm water stagnation problems specially to the Wills Lanka Car sale and some houses in the vicinity Bus operators can avoid the harassments from informal gangs handling the buses in the town and also in goods shed Bus stand 10.2.4 Tennekumbura Proposed Bus terminal
Table 10‐5: Perceived impacts of TBT Perceived positive impacts Perceived Negative Impacts The positive impacts are similar to the points mentioned under Nittawela Proposed Bus terminal There can be disturbances to the Buddhist education temple located in the boundary of the proposed land ‐ The dust and noise during construction and also during operation of the bus terminal will create significant disturbances to about 10 houses located in the vicinity 10.2.5 Improvements to the railway stations between Katugastota and Peradeniya
Table 10‐6: Perceived impacts of improving railway stations between Katugastota and Peradeniya Perceived positive impacts Perceived Negative Impacts There can be significant reduction to the vehicles coming to the town There can be disturbances to the houses located in the immediate vicinities of these proposed stations The roads connected to the stations will get improved (specially the road from Sarasavi Uyana stations to Galaha junction is seriously dilapidated) The existing rail transport system might get temporary disturbed during construction period Proposed stations will get improved with power sets and double railway tracks ‐
10.2.6 Improvements to the street transportation in the Kandy town
Table 10‐7: Perception of improvements of roads in Kandy town Perceived positive impacts Perceived Negative Impacts The commercial establishments will get direct benefits If narrow lanes in the town are expanded resettlement issues cannot be avoided The town will become a centre with systematized transportation system Improvement to the roads will create serious disturbances to the commercial establishments during construction period There will be increase on the value of property in the town ‐
The streets such as Colombo street, Trincomalee street, Dalada street, and Yatinuwara street might get improved with limited facilities to park private vehicles ‐
10.3 Proposal to improve the transport system in the vicinity of the town
Table 10‐8: Perception of improving transportation in town vicinity Perceived positive impacts If formal car parks are established in the vicinity of the town center it will help to reduce the traffic congestion in the town Perceived Negative Impacts There can be new traffic rules preventing private vehicles taking into the town if so, even for urgent matters it will be difficult to take private vehicles 10.3.1 Stakeholder perceived suggestions to the proposed transport improvement project
10.3.1.1 Good Shed
• Before Goods Shed bus terminal is improved it is better to establish proposed bus terminals in Getambe, Nittawela and Tennekumbura. •
Explore possibilities to provide alternative commercial establishments to the persons who lost their business centers in the bus terminal itself by constructing multi‐storey building. •
Actions to complete construction work during specific and planned time table avoiding unnecessary delays. •
Include facilities in the proposed building designs of the bus terminal for bus drivers and conductors to stay/relax in the bus stand itself •
Proper measures to minimize the disturbances due to dust during construction 10.3.1.2 Getambe, Nittawela and Tennekumbura new bus terminals
• If evacuation of houses is required the affected families should be given alternative land and houses before commencement of the construction work. •
Precautions need to be taken to prevent getting eroded soil in to the nearby natural streams during construction period. •
Proper management systems and good practices should be introduced to make the bus operators follow such practices in the post construction phase (e.g. all the buses parking haphazardly in the town should be shifted to the formal bus terminals). •
These bus terminal should also be constructed in a way to create temporary residential facilities to drivers and conductors. •
Action to complete the construction of work within a short period of time. 10.3.1.3 Railway stations between Katugastota and Peradeniya
• Actions to improve the access roads to the stations in parallel to the proposed project ( specially the roads from Peradeniya and Sarasavi Uyana railway stations). •
Introduce double lines and power sets to improve the rail transport system. •
The Rajawatta and Asgiriya stations are functioning as halts at present, if they are converted to stations with facilities of issuing tickets it will be a great help to the people visiting Peradeniya, and many other significant places such as Kandy kachcheri, main army camp and Sylvester School. •
Explore possibilities to establish the stations with adequate spaces. •
When Kandy station is improved the current problem of traffic congestion due to cross over of rail line and highways should be given proper consideration to offer sustainable solution. 10.3.1.4 Improvement to the streets within the town
• It may be better to improve the surface of the streets without evacuation of existing business centers. •
Explore possibilities to establish car parks even if they are small in feasible locations within the specific streets. •
Introduction of good practices in managing vehicles coming to each street. 10.3.1.5 Improving transport system in the roads in the immediate vicinity of the town
• Establishment of the car parks at the entrance of main roads to the town and arrange public transport systems from such car parks to the town. •
Introduction and practice of proper rules to encourage bus operators to park their buses in the bus terminals without parking on the main roads. Appendix A: Terms of Reference for Transport Improvement Project
The sub components of the TIP are identified as:
A. public transport improvements;
B. traffic and parking management;
C. enhanced and safe pedestrian mobility; and
D. strategic road improvements;
The above work will be carried in two stages. Stage 1 will comprise Component A above together with that part
of Component B, C and D which will be required for the implementation of Component A. Stage II will be the
balance work suitably modified after the adoption of the Urban Design Study being carried out under a separate
ToR.
The scope of work will also include an assessment of the data used in the compilation of the 2011 Kandy
Transport Study and together any missing data pertaining to the work to be carried out under Stage 1. This shall
include, the required origin destination surveys for bus, railway and school transport users; operational data
including bus routing, scheduling as well as interviews of school transport providers.
Table 1: KANDY SHORT TERM (5-YEAR) TRANSPORT IMPROVEMENT PROGRAM
A. Public Transport Improvements
1. Bus Routes Restructuring
2. Integrated bus and rail terminals (Main Goods Shed Terminal, and new terminals at the
southern, western and northern city entrances )
3. Bus stops on local routes within Kandy city
4. School Transport Services
5. Pilot Commuter Railway Service
B. Traffic and Parking Management
1. Circulation plan
2. Traffic Lights at selected key intersections
3. On-Street Parking controls and metering
4. Municipal Off-Street Parking Facilities
C. Enhanced and Safe Pedestrian Mobility.
1. Sidewalks improvements
2. Pedestrian paths
D. Strategic Road Improvements
1. Rehabilitation of National and Provincial Roads for through traffic
2. Rehabilitation of Major Urban Arteries
3. Missing city road segments for improved connectivity
4. Intersection Improvements (layout improvement or grade separation)
5. Rehabilitation of City Streets and Roads (including surface drainage)
6. Elimination of at-grade rail crossings (mainly the one close to the Railway Station)
A. The Consultant shall carry out the 3 following tasks for Stage 1 under this ToR:
Task1. Finalization and validation of the Stage 1 of a short-term (5-Year) integrated Transport
Improvement Program
B. Based on the findings and recommendations of the 2011 Kandy City Transport Study, the consultant team
shall recommend and justify specific investments and/or actions to be retained under each of the five (5)
subcomponents of the integrated TIP in component A as mentioned in the Table 1 above. There shall be
additionally a sub component covering each of the components B, C and D comprising work that is relevant and
required to fully implement the sub projects in Component A. Each of these additional sub components shall
consist of the relevant subprojects falling within one or more sub components listed in Table 1. Thus there shall
be 8 sub components in total submitted under this ToR. Public Transport Improvements
C. To alleviate the impacts of the high number of transfers (200 000) of bus passengers that take place daily
within the city and improve public transport services, the consultants shall further develop the recommendations
of the 2011 Kandy City Transport Study and finalize/validate the following proposed solutions to be retained
for the TIP:
−
Reorganization of all bus routes with a clear differentiation between commuting routes and local
routes within Kandy city. Construction of two new bus terminals appropriately located at the
western and northern entrances for all provincial and commuter routes along with bus stops
onlocal routes to be served by city busesonly. The buses serving commuter routes will have to stop
at the two new terminals and for selected routes at the Goods Shed Terminal that will be
restructured/upgraded as an intermodal terminal with appropriate accesses to the Railway station.
−
Finalize an action plan for an improved and safer school transport system including reinforced
regulation, identified routes and dedicated school bus stops at appropriate locations close to school
clusters.
−
Define in coordination with the Railways Authority a plan to pilot a Commuter Railway Service.
The pilot would be based on a frequencycompatible with the existing infrastructure (track, and
stations) and available rolling stock.
D. The finalized/ validated investments under the Public Transport component shall be presented according
the following subcomponents:
A. Public Transport Improvements
1. Bus Routes Restructuring
2. Integrated bus and rail terminals (Main Goods Shed Terminal, and new terminals at the
southern, western and northern city entrances )
3. Bus stops on local routes within Kandy city
4. School Transport Services
5. Pilot Commuter Railway Service
A. Traffic and parking Management
E. Revision of circulation plans, traffic controls at selected key intersections and parking management
recommended in the 2011 Kandy Transport Study are essential measures to alleviate traffic congestion. The
consultants shall further develop these recommendations and finalize/validate the following proposed solutions
to be included in the TIP:
−
Revision of current circulation plans for the downtown area with one-way traffic when
appropriate.
−
installation of traffic signals (traffic lights) and layout improvements for selected significant
intersections
−
On-street parking controls and implementation of paid on-street parking in selected zones through
installation of parking meters to allow access of visitors to commercial and busy areas.
−
Construction of two municipality off-street parking facilities (Car Parks). One of which would be
the completion of the Car Park near the Bogambara Prison. .
F. The finalized/ validated investments under the Traffic and Parking Management component shall be
presented according the following subcomponents:
B. Traffic and Parking Management
• Circulation plan
• Traffic Lights at selected key intersections
• On-Street Parking controls and metering
• Municipal Off-Street Parking Facilities
C. Enhanced and Safe Pedestrian Mobility
G. The consultants shall select streets (excluding the roads retained under the Strategic Road Improvements
component) to improve their sidewalks and identify pedestrian paths to be constructed to make the city
pedestrian friendly. The finalized/ validated investments under thisEnhanced and Safe Pedestrian Mobility
component shall be presented according the following subcomponents: (1) Sidewalk improvements; and (2)
Pedestrian paths.
D. Strategic Road Improvements
H. For the Strategic Road Improvements Component of the 5-Year TIP, the Join missions mentioned in Para
11 above has had preliminary discussions with the MoDUD and the RDA. These investments, yet to be
technically and economically justified and completed are :
ƒ
Western Bypass: Gohagoda Road (B365, from Gatambe to Katugastota 11 km): propose fixing the
2 sharp bends and resurfacing and redesign pavement for heavy trucks
ƒ
Eastern Outer Bypass:
B205 (from Katugostota to Madawala, 7.2 km): propose resurfacing (pavement redesign)/
vertical alignment/ sidewalk,
B256 (from Madawala to Digana, 8.2 km): widen from 1 lane to 2 lanes, and resurfacing
of roads.
I.
ƒ
Eastern Middle Bypass: either use B311 or a river embankment to create a connection road
between A26 and B205 without entering Tennekumbura junction.
ƒ
Eastern Inner Bypass: Dharmashoka Mawatha (B550, from Vidyartha junction to Buwelikada
Junction, 3.5 km): propose Vidyartha junction redesign and 1 km stretch widening to 2 lanes, and
Buwelikada Junction redesign to avoid the sharp bend, and the remaining 2.5 km for resurfacing
ƒ
Main Spine: William Gopallawa Mawatha (AB42 from Heeressagala Junction to Clock Tower
Junction, 2.1 KM)widening to 4 lanes.
ƒ
Heeressagala Junction fly-over: 2 lane flyover
ƒ
Kandy Lake-Around:
‐ Louis Peris Mawatha (0.6 km): propose 2 lanes and easing of the turn
‐ Mahamaya Mawatha: 1 bridge and 2 short stretch to cut the edge of the lake.
‐ Rajapihilla Road (3.8 km): widening to 2 lanes
‐ resurfacing of Lake around road and Viramuwera Maddama BandaraMawatha
The Consultant shall also:
−
−
identify a set municipal roads to be rehabilitated (including their surface drainage)
discuss with the Railways Authority the elimination of unsafe at-grade rail crossing inside Kandy
city (particularly the one close to the Railway station).
J. The finalized/ validated investments under the Strategic Road Improvements component shall be presented
according the following subcomponents:
D. Strategic Road Improvements
1.
2.
3.
4.
5.
6.
Rehabilitation of National and Provincial Roads for through traffic
Rehabilitation of Major Urban Arteries
Missing city road segments for improved connectivity
Intersection Improvements (layout improvement or grade separation)
Rehabilitation of City Streets and Roads (including surface drainage)
Elimination of at-grade rail crossings (mainly the one close to the Railway Station)
Task2.Preliminary Cost Estimate and Economic Analysis of the Stage 1 of the (5-Year) integrated
Transport Improvement Program.
K. After the validation and justification of the Stage 1 of the (5-Year) integrated Transport Improvement
Program proposed TIP, the Consultants shall
(a) estimate its cost and indicate the executing agency for each subcomponent (MoDUD, UDA, RDA,
Railways Authority). The TIP cost estimate will be presented as indicated in Annex 1; and
(b) carry out a preliminary economic analysis of the TIP investments
Task 3.Preparation of Project Briefs for components in Stage 1
L. The Consultants shall prepare project/action briefs (one brief for each investment or specific action). The
briefs would in particular include: executing agency, justification, objective, description, estimated cost,
economic analysis/benefit, first environment and social screenings.
M. The environmental screening for each identified sub-project will determine if it has no or minimal
environmental impacts or has potential significant environmental impacts requiring a stand-alone environmental
assessment.
N. The social screening for each identified sub-project will determine if it has no or minimal adverse social
impacts (expropriations or resettlements).
I.
DELIVERABLES
O. After completion of Tasks 1 and 2 and consultations with all stake holders, The Consultants shall prepare a
first report presenting the Stage I of a 5-Year Transport Improvement Program for Kandy with justifications,
preliminary costing and initial economic analysis. The Report shall also include an executive summary of the
2011 Kandy Transport study with key baseline condition, key issues and data, and relevant maps.
Appendix B: Figures
B1. Bus Flows at CBD
B2. Bus Passenger Flows at CBD16
B3. Pedestrian Arrivals at Bus Terminals
B4. Bus Arrivals by Terminal
16
Data collected for 5 days being processed.
B5. On-Street Bus Parking within CBD
Bus Parking by Day and Time
Bus Parking by Area/Road and Time
Bogambara Off Street Parking by Day and Time
B6. Park
king at Tom
mlin Park Prrecincts
Distributiion of Parkin
ng Duration
Cumulatiive Distributio
on of Parkingg Duration
Passenger Arrivals by Hour/Vehiclle TYpe