Development of a Multi-Modal Transport Centre for Sustainable Urban Transport - A Case Study in Colombo Metropolitan Area -

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1 Development of a Multi-Modal Transport Centre for Sustainable Urban Transport - A Case Study in Colombo Metropolitan Area - Hirohisa KAWAGUCHI 1 Yoshihisa ASADA 1 Shige SAKAKI 2 Monyrath KOV 1 Junya UMEMURA 1 Masahiko FUJIMOTO 1 Eiko WATATSU 1 Kaoru YAMADA 1 14 th April Colombo Ministry Low of Carbon Transport Urban Transport Study 1 Oriental Consultants Global Co., Ltd.

2 Outline 1. Introduction 2. Transport in Colombo Metropolitan Area 3. Preliminary Development Plan of Multi-Modal Transport Centres 4. Impact Analysis 5. Implementation of Multi-Modal Transport Centres (MMC) 6. Conclusion 1

3 1. Introduction 2

4 Increase of GHG Emission from Developing Countries Rapid increase of greenhouse gas emission from developing countries Transport sector is a dominant source of GHG emission in developing countries However Financial constraint of the government Complex and slow administrative procedure Lack of connection among several public transport modes Lack of human resources Political intervention Complicated land acquisition process 3

5 Research Objectives Potentials of Multi-Modal Centre (MMC) in developing countries Railway network in urban areas in some developing countries which is usually not utilized fully Intensive bus and paratransit network However, those are not managed in an integrated manner Research Objectives to propose a multi-modal transport centre (MMC) development which is affordable, implementable, effective and socially acceptable to alleviate traffic congestion and to reduce emission of GHGs by integrating railway, bus, other public transport services and non-motorized transport to conduct a case study taking a railway station in Colombo Metropolitan Area (CMA) as a example to examine economic, financial social and environmental viabilities 4

6 2. Transport in Colombo Metropolitan Area 5

7 Colombo Metropolitan Area Western Province Largest province in Sri Lanka including Colombo and the capital city of Sri Jayewardenepura Population: 5.8 million 3,694km 2 44% of National GDP Colombo Metropolitan Area Population: 3.68 million 996km 2 Colombo Municipal Council 0.55 million, 40km 2 6

8 Road Transport in Colombo Morning Traffic Congestion School Traffic 7

9 Railway in Colombo Deteriorated train 8

10 Bus Transport in Colombo Bus Terminal School Bus 9

11 Population Growth Patterns Population is increasing in the areas to the east of CMC, while the growth rate is less in the CMC area This can be explained by the changes in land use in CMC inner city area commercial activity is increasing and in the suburbs to the east, residential activity is increasing Annual Growth Rate Negombo Colombo and Coastal Area Decreasing Avissawella Colombo Suburbs Increasing Source: DCS Calculated by CoMTrans Inner-Coastal area 10

12 Urban Development Plans/Projects Concentration of mixed development projects in Colombo center Relocation of government agencies and Defence complex in Battaramulla Colombo Concentration of Many Mixed Development Project Battaramulla Relocation of Government Offices Source: UDA 11

13 Motorization Unit: 1,000 Passengers per day, Both Direction 2,500 2,000 1,500 Historical data for passenger flow at CMC boundary ( ) 1,679 1,697 2,066 Pubic Transport (Bus and Railway) are losing their modal share. Average Annual Growth Ratio (AAGR) % 1,000 1, % % 33% 42% Private Modes are significantly increasing. 4.2% 0 26% 42% * Private Bus Rail All modes: 2.2% * Total passengers at CMC boundary at all survey location was 2.1 million passengers per day (both direction). For the comparison purpose, survey locations surveyed in 85, 95 and 04 were selected. 12

14 Rapid Increase of Private Vehicles Number of Vehicles* in Western Province (in 1,000) AAGR = 8.0% The number of vehicles increased a factor of 2.5 in 12 years. Motorcycles and 3 wheelers showed significant surge in the number. *The number of motor vehicles with valid revenue licenses. 13

15 Travel Speed (Evening Peak Hour/ Outflow) Source: Travel Speed Survey by GPS tracking data ( ) CoMTrans 14

16 Estimated Current GHG Emission CO 2 Emission estimation in the Western Province Results of CO 2 emission in 2013 estimated by developed model is almost same as one estimated from fuel consumption data, which is divided proportionally by number of vehicle. Model Estimation Model Estimation Note: Vehicle emission: Estimated based on the fuel consumption of whole Sri Lanka in transportation sector of SLSEA by using the ratio of vehicle registration number in whole Sri Lanka and the Western Province Railway emission : Estimated based on the fuel consumption of railway of whole Sri Lanka by using the ratio of travel distance of railway in whole Sri Lanka and the Western Province Number of hybrid vehicle: 15,561 (Dec. 2013) 15

17 milion t-co2/year Estimation on Future GHG Emission GHG emission reductions by low carbon scenario options Infrastructure development/improvement : C2 scenario (Intensive public transport system development with ERP) will achieve the lowest emission. (0.93 Mton CO 2 reduction in 2035, 11.3% of BAU_SQ) Hybrid Vehicles: 0.38 Mton CO 2 reduction in 2035 from above option results Fuel Switch : 0.66 Mton CO 2 reduction in 2035 from above option results Bus/Truck regulation enforcement : 0.12 Mton CO 2 reduction in 2035 from above option results milion t-co2/year 10.0 CO2 emission by Transport Scenario 0.8 CO2 reduction by Scenarios 8.0 DN SQ 0.6 Hybrid car promotion 6.0 A1 A2 0.4 Fuel switch promotion 4.0 C1 C2 0.2 Bus/Truck regulation enforcement

18 Colombo Urban Transport Master Plan (CoMTrans) with JICA Formulated Urban Transport Master Plan 17

19 by the World Bank Dissemination Workshop Kick-off Workshop January, 22, 2014 [A] Assessment of GHG emission Feb. Sep. Current GHG Emission Collection of Emission Factors Low Carbon Options/ Scenario Communication with Stakeholders September, 2014 [B] Mode Integration Pilot Project May, 28, 2014, - Sep. Selection of 2 Pilot Stations Pre- Feasibility Study Site Analysis Demand/Supply Analysis Layout Design Physical/Institutional Integration 18

20 by the World Bank (MOT) is the focal agency for the study. Stakeholders, who are invited to this workshop, will be consulted individually or at workshops during the course of the study. Technical Assistance is implemented by the World Bank South Asia Transport Unit, supported by Oriental Consultants Co., Ltd. Global. Funding is provided by Energy Sector Management Assistance Program (ESMAP), a global knowledge and technical assistance program administered by the World Bank. 19

21 3. Preliminary Development Plan of Multi-Modal Transport Centres 20

22 Development Concept of MMC Mode Integration 21

23 Mode Integration Pilot Project Mode integration between Bus and Railway services will be studied at a station in order to promote public transport for low carbon transport scenario. Physical / Operational Integrations will be considered. Physical Integration Relocation of; - Bus departure/ arrival, waiting area, shelters - Walkways, - Sings and marking, - Railway Station facilities/entrance, Creation of; - Non-fare box revenue generation facilities - Drop-off/pick-up area for para-transit modes etc. Mode Integration (Bus-Rail) Operational Integration Coordination of; - Fare / ticket integration, - Coordinated time table and operation hours between bus and railway services, - Bus route rationalization (feeder services), - Passenger information provision etc. 22

24 Proposed Candidates for Pilot Stations Daily Passenger Flow (Both Direction) Ragama Gampaha Moratuwa Panadura Nos. Boarding Passengers Peak Hour (6:00-9:00 Count) 12 Hours (6:00-18:00 Count) Daily (Estimated by HVS) Source: University of Moratuwa (2009) 23

25 Pilot Stations [Ragama, Moratuwa] CoMTrans Urban Transport Master Plan Gampaha Border of Colombo Metropolitan Area, under developed by UDA Ragama Connects Puttalam line to Main Line Main Line Coastal Line Concept of MMC Multi Modal Centre (MMC) Moratuwa Multimodal Centre (MMC) is proposed with BRT, Railway, Feeder Bus Panadura 0 5km Low density, Less land to be developed as MMC, distance between railway station and bus terminal 24

26 Image of Mode Integration for Bus and Railway Services Railway Station Commercial Buildings Drop-off/ Pick-up area Bus Bay Plaza, Open Space Taxi Bay Taxi Bay Railway Station Parking Commercial Buildings Bus Bay JR Kitamoto Station Plaza JR Hitatchi Station Plaza Railway station Station square Feeder bus terminal Taxi, Kiss and Ride Open Space, Landscape, Greenery Commercial Area Shelters for bus, taxi users Time table board (Bus, Railway) 25

27 Situation Analysis on Ragama Station [Main/Puttalam Line] Positive Features / Potentials Current Access Mode Share: Bus 43.7%, Walk 46.7% Intersection of Main Line and Puttalam Line Sri Lanka Railway s lands are available. Potential for population growth Northern Expressway will be located nearby the city (Exact alignment: to be confirmed). The station is Located between Kandy Road and Negombo Road. UDA wish to development the city and around the station. Ragama Hospital is located nearby the station. Ragama Bus Terminal (For Colombo) Negative Features / Constraints Currently, only a small land is used for the bus terminal, and Bus Terminal for Colombo is 300 m away from the station It is necessary to find future bus passengers who use Ragama Station. 26

28 Ragama Station: Existing Condition Road in front of the Station Existing Railway Station Building Railway Facilities Existing Bus Stand (Land surrounding the railway station is used for bus stand) Boundaries of Railway Land Bus Stop next to the Station Station Buses, Cars, and Pedestrians are mixed around the station and the roads. Existing Bus Terminal (for Colombo Pedestrian s Direction) safety should be secured. 350m away from the Train Station Appropriate bus terminal and circulation should be introduced. Park Market 27

29 Ragama CMC boundary Bus Route from/to Ragama Kalutara South Station, Service Coverage Legend Bus operation CMA boundary Ratio to Zonal Trip Production CMC boundary < 1% Bus operation Ratio to Zonal Trip Production < 1% 1-2% 2-5% 5-10% 10-15% 15-20% > 20% 1-2% 2-5% 5-10% 10-15% 15-20% Kilometers > 20% Kilometers Ja_Ela Ja-Ela approx. 149 Kelaniya Kelaniya 992 Kandana Peralanda Kuda Paiyagala Ragama Ragama Paiyagala Walisara Enderamulla Enderamulla Hunupitiya Wanawasala Horape Walpola Kiribathgoda Ganemulla Bulugahagoda Batuwatta Mahara Kadawatha Sapugaskanda Kirillawala To Gampaha Yagoda approx. 26 Weboda Siyambalape Junction Peliyagoda 134: Colombo 249: Kadawatha To Fort 59: Wattala approx. 134 Malwana Note: The percentage shown in figures above was calculated by dividing the number of daily passengers currently using the candidate stations to the daily trip production from each traffic zone estimated using the data of CoMTrans Home Visit Survey Biyagama Dematagoda Angoda Fort Kaduwela Handala Kalutara North Kalutara North 213 Kalutara South Nagoda Kuda Paiyagala Paiyagala Maggona Wattala Approx Nagoda Maggona Ragama Kiribathgoda approx Kadawatha approx buses/day 149: Ja-Ela Udupila Nedung buses/day 26: Gampaha 105: Kadawatha 14: Kiribathgoda 308 buses/day

30 Estimation of Travel Demand 1. CoMTrans OD tables developed by JICA STRADA software 2. Identification of 3 types of potential users 3. Estimation of modal shift by 3 types of potential user using CoMTrans mode choice model Station estimation Transfer User estimated by JICA-STRADA (w/o MMC) 825 1,650 Expected Transfer User (modal shift) by mode integration 1, , Main Transport Mode of Potential Users: 29

31 Requirement for Bus Bay Estimated Peak Hour Transfer Passenger (Bus to Rail) Item Current 2035 est. 1. Future Transfer User estimated by JICA- STRADA (w/o MMC) 825 1,650 1, Expected Transfer User (modal shift) by mode integration ,140 Peak Hour Bus Operation Station Current Operation 2035 est. Ragama 25 Buses/hour Route: Buses/hour Bus operation is set in accordance with current bus operation (route, frequency), because there are some bus user with the destination around the station. e.g. 58 = 37 x 22/14 720/60 = 12<14 14 buses/hr. 1,280/60 = 22 buses/hr. Min. Requirement of Nos. of Bus Bay Operational Requirements Arrival: 3 min. /bus/bay Departure: 10 min. /bus/bay Arrival Departure 3 Bus bays 8 Bus bays 30

32 Preliminary Layout Option 2 (1.5 ha) Proposed Bus Terminal Arrival: 4 bays Departure : 8 bays Bus Arrival Area 3 (from Western Direction / Colombo, etc.): 1 bay Bus Departure Area (to all directions; 8 bay) Proposed Station West - Station Building: Main Ticket Gate, Station Office, Waiting Room East Entrance: Ticket Gate Bus Arrival Area 1 (from Northern Direction): 1 bay Bus Arrival Area 2 (from Eastern Direction / Kadawatha. etc. ): 2 bay Parking Car Parking: 58 lots Bike Parking: 45lots Pedestrian Deck For Safe Transfer Image of Shops (Reference: Floating Market at Pettah) Public Plaza Commercial Facilities Shopping Mall Shops / Kiosks with Public Plaza 31

33 Comparison of Development Options Option 1: 1.8 ha Option 2: 1.5 ha Bus Bay Arr.: 4 bays / Dep.: 7 bays Arr.: 4 bays / Dep.: 8 bays Transfer Distance Other Features Bus Arr. > Station: m Station > Bus Dep.: m Taxi Bay > Station: 100 m (+) Shorter transfer distance (+) Main railway station facilities: east side, close to the existing market and hospital (+) More parking space Bus Arr. > Station: m Station > Bus Dep.: m Taxi Bay > Station: 60 m (+) Minimum land area with maximum usage (+) Main railway station facilities: west side, close to proposed commercial facility and bus terminal (+) Minimum damage to the existing railway land and facilities. 32

34 Construction Cost (Preliminary Estimation) Item Unit Cost (USD/m 2 ) No. of Floor Option 1 (1.8 ha) Floor Area (m 2 ) Estimated Cost (USD) No. of Floor Option 2 (1.5 ha) Floor Area (m 2 ) Estimated Cost (USD) Pavement 15,920 1,153,700 14,000 1,000,600 Bus Terminal / Bus Arrival Area 100 4, ,000 3, ,000 Car Parking / Pick-up / Drop-off / Taxi Bay 50 3, ,500 2, ,500 Internal Road ,000 1,340 67,000 Plaza / Sidewalk / Pedestrian Area 70 5, ,200 5, ,100 Landscaping and Others , ,000 Building 5,060 9,459,000 3,760 7,126,000 Station Building (West) 1,800 2 (GF+1F) 1,010 1,818,000 2 (GF+1F) ,000 Station Building (East) 1,800 1(1F) ,000 2 (GF+1F) 720 1,296,000 Shops / Kiosks *2 1, ,275, ,000 Pedestrian Deck 1,200 1,030 1,236,000 1,150 1,380,000 Shelter Roof ,000 1, ,000 TOTAL 18,980 5,996,700 16,610 5,342,600 Commercial Building *1 2, ,030 6,060, ,300 4,600,000 TOTAL incl. com. Bildg. 22,010 12,056,700 18,910 9,942,600 *1 Commercial Building: Foot print area is 757.5m 2 (Option 1) and 575.0m 2 (Option 2). *2 Shops / Kiosks: is located at east area, which can provide the 53 shops (Option 1) and 21 shops (4m x 4m). 33

35 Bird View of Proposed MMC at Ragama Station 34

36 35

37 36

38 4. Impact Analysis 37

39 Economic Benefits of MMC Savings of Travel Time Cost (TTC) due to the reduction of access distance to Ragama Station for passengers from the western area by providing the new entrance of the railway station on the western side Savings of Travel Time Cost (TTC) due to the reduction of transfer time at Ragama Station Savings of Vehicle Operation Cost (VOC) due to modal shift to public transport 38

40 Cost and Benefit of MMCs Costs 6.0 mil. USD (Option 1) 12.1 incl. commercial building 5.3 mil. USD (Option 2) 9.9 incl. commercial building Benefits Quantitative benefits for Economic Analysis Reduction of Vehicle Operation Cost (VOC) by Modal shift from private modes of transport Reduction of Transfer Time by mode integration facilities Reduction of CO 2 emission Others Economic Analysis Results (EIRR) 18,000 ton-co 2 (equivalent to 52,137 trees) For 20 years ( ), calculated by the vehicle-km for modal shifted passengers due to MMC development, Carbon sequestration rate by tree: 17.5kg-CO 2 /year (Kottamba Tree) CO2 abatement with MMC at Ragama stations is 294 USD/ton-CO2 Profit of commercial facilities, Increase of land value, Reduction of traffic accidents, Improvement of landscape, Provision of urban amenities, Provision of evacuation site in case of a disaster 17.4 % (Option 1) 18.6 % (Option 2) 39

41 5. Implementation of MMCs 40

42 7. Implementation of MMC: Mode Integration for Bus and Railway Services Operational Elements Smooth Transfer Coordinated Time Table between Bus and Railway Common Tickets with IC-Card (NFC), Automatic-Vending Machine Safety CCTV operation Mode Integration NFC: Near Field Communication, CCTV: Surveillance Camera Passenger Comfortable Information System (Operation Status, Routes, Time Table ) Attractive Discount Ticket for mode integration Kiosk, shops opening hours in accordance with operation hours 41

43 8. Implementation of MMC Institutional Arrangements Existing Model Bus Terminal Shopping Mall Station Building Design of Transport Facilities (Service Standard) Supervised by MOT Investment by Private Sector Developed by MOT/SLR Open Space Developed by MODUD/UDA Integrated Development with Surrounding Area by MODUD/UDA Land Sub-division is not preferable. 42

44 5. Conclusions and Acknowledgements 43

45 Conclusions Conceptual development of MMC in urban areas in developing countries Proposal of proto-type MMC taking Ragama station as an example Methodological development in estimating demand and benefit of MMC Economic viability of MMC projects (EIRR of 18.6%) Significant reduction of CO2 (18,000 t-co2) CO2 abatement with MMC at Ragama stations is 294 USD/ton-CO2 Proposal on operational and institutional arrangements Future Research Mechanism to enhance cross-sector government coordination Detail financial scheme to implement project by PPP 44

46 Acknowledgements This paper is based on experience with the Colombo Low Carbon Urban Transport Study by the World Bank and the Ministry of Transport, Sri Lanka. The authors would like to express their gratitude to all the officers of the World Bank, the Ministry of Transport, other Sri Lankan government agencies and the Japan International Cooperation Agency involved in the Study; Dr. Thusitha Sugathapala, Director General of Sustainable Energy Authority; Professor J.M.S.J. Bandara, University of Moratuwa; and all the team members of the Study. 45