Treatmentt of Junctions

Transcription

1 Treatmentt of Junctions Volume I Linking D.R. Wijewardena Mw and Olcott Mw FINAL REPORT Transportation Research and Study Centre University of Moratuwa Sri Lanka 17 th September 2008

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3 Table of Contents CHAPTER 1 INTRODUCTION Study Area Scope CHAPTER 2 DATA COLLECTION CHAPTER 3 TRAFFIC ANALYSIS Turning Movement Counts Pedestrian Counts Travel Time & Delay Observations Goods Vehicle Counts & Interviews Distribution of Vehicles Commodity Types Origin-Destination Private Vehicle Origin-Destination Matrix Goods Vehicle Origin-Destination Matrix Bus Routes and Frequencies Bus Stopping and Terminals Bus Passenger Surveys Railway Passenger Surveys Passenger Travel Characteristics Access Modes & Transfers Analysis of Public Transport Trip Purpose Accident Studies Road Side Friction and Encroachments i P a g e

4 CHAPTER 4 GEOMETRIC DESIGN ANALYSIS Existing Geometric Design Problems of Existing Road Design CHAPTER 5 PROPOSED SOLUTIONS Geometric Design Traffic Analysis Expected diversion of Private Vehicles Expected diversion of goods Vehicles Expected Diversion of Passenger Buses Total Estimated Vehicular Traffic Flow on Proposed Bridge Urban Architecture CHAPTER 6 ECONOMIC ANALYSIS OF PROPOSED SOLUTIONS Costs Benefits Cost-Benefit Analysis Non-Quantifiable Benefits CHAPTER 7 RECOMMENDATION ii P a g e

5 List of Tables Table 2-1: Details of Surveys Carried Out Table 3-1: ADT at Junctions in Study Area Table 3-2: ADT at Intersections Table 3-3: Summary of Pedestrian Flows Table 3-4: Summary of Travel Time Observations Table 3-5: Summary of Travel Speed Table 3-6: Summary of Speeds on Major Roads in Study Area Table 3-7 : Summary of Freight Surveys Table 3-8 : Present 12-hour flow of Private Vehicles entering Pettah area Table 3-9 : Present 12-hour Flow of Goods Vehicle Entering Pettah Area Table 3-10: Bus Routes and number of trips scheduled per each circuit Table 3-11: Major Stops and Terminals in Pettah by Bus Route Circuit Table 3-12 : Bus Passenger OD Matrix (percentage) Table 3-13 : Rail Passenger OD Matrix (percentage) Table 3-14 : Percentage Distribution of Bus and Rail Passengers by Access Mode Table 3-15 : Percentage Distribution of Bus and Rail Passengers by Mode and location Table 3-16: Percentage distribution by Origin Destination Place by Passenger Type Table 3-17: Summary of Road Accidents in Study Area Table 4-1: Capacity and Flow Characteristics of Important Roads Table 5-1: New Bridge Dimension and Areas Table 5-2: Divertible12-hour flow of Private Vehicles Table 5-3: Divertible12-hour flow of Goods Vehicles Table 5-4 : Estimates Bus Flows on Proposed Bridge iii P a g e

6 Table 5-5: Total Estimated Traffic and PCU on bridge Table 6-1: Cost of Proposed Bridge Table 6-2: Economic Analysis of Proposed Bridge Table 6-3: Cost Benefit Analysis for 20 Years iv P a g e

7 List of Figures Figure 1-1: Road Network and Land Use in Study Area with Proposed UDA Trace Figure 1-2: Typical Road Conditions in Study Area Figure 2-1 : Survey Locations Figure 3-1 : ADT of Bus Flows in Study Area Figure 3-2: ADT of Goods Vehicle Flows in Study Area Figure 3-3: ADT of Other Private Vehicle Flows in Study Area Figure 3-4: ADT Flows in Study Area Figure 3-5: Travel Time Measurement Points and Path Figure 3-6 : Type of vehicles observed at Manning Market Figure 3-7 : Type of vehicles observed at 4 th and 5 th cross street Figure 3-8: Type of Products carried in and out from 4 th / 5 th Cross Street Figure 3-9 : Type of products Carried in and out from Manning Market Figure 3-10: Origin-Destination Matrix of Freight Vehicles Arriving in Pettah Figure 3-11: Road Side Friction and Capacity Figure 5-1: Proposed Connection between D.R, Wijewardena Mw and Pettah Figure 5-2 : Proposed Connection with Railway Crossing Points Figure 5-3: Arrangement of Bus Routing using Proposed Bridges v P a g e

8 CHAPTER 1 INTRODUCTION The proposal for an elevated connection between Pettah and D.R. Wijewardena Mw has first been shown in a development plan of the Urban Development Authority dated around the year However no work in this regard has been carried out to date. This proposal shows an elevated bridge from Sanchiarachchi Mw junction on Olcott Mw crossing the railway land and also crossing the D.R. Wijewardena Mw and continuing as an elevated structure across the Beira lake to cross Chittampalam Gardiner Mw adjacent to the Army barracks and thereafter to continue to the railway line over which it will span up to Galle Road. This plan effectively provides a road that would provide a road linkage that will connect Pettah to Kollupitiya which is presently accessible only through a road network that comprises two circles. The two circles shown in Figure 1.1 are: Northern Circle: MaradanaPettahFortLake HouseNew Olympia Maradana Southern Circle: Lake HouseSlave IslandUnion PlaceDarley RdNew Olympia Lake House The Scope of the study covered in this report examines the section of elevated road to cross the railway line with a view of cutting across the northern circle with a view for future expansion to continue southwards so as to cut across the southern circle as well as proposed in the original plan of the UDA. 1-1 P a g e

9 Figure 1-1: Road Network and Land Use in Study Area with Proposed UDA Trace 1-2 P a g e

10 1.1 Study Area The Study area falling within this scope is the northern circle which includes the key areas of Fort and Pettah which are considered the end points of the road network as well as the railway network in Sri Lanka. In addition, the country s largest bus terminals and railway station is found within this area. There are different land use functions within this area which can be identified as: Fort Government Banking Security and Defense Port Hotels Commercial Offices Retail Trade Pettah Wholesale Trade Vegetable Market Bus Terminals Railway Terminal Retail Trade associated with bus and railway passengers Informal Trader Activities This network of roads form the northern circle which is around the land owned by the Sri Lanka Railways and in particular the Fort Railway Station. The movement of traffic in the north- south direction has to circumvent this land by either crossing onwards the west where they can use Lotus Road while travelling through Fort or cross at Maradana. The length of this circuit around the railway land is 5.0 km. The average time to travel this distance is just under 18 minutes. This returns a circuit speed of just 17 km/ hour. The photographs in Figure 1.2 show some of typical activities in this area. The study area has been identified as the area encompassed by the following roads: D.R. Wijewardena Road from Darley Road junction to Lake House as the southern end York Street (north bound) and Lotus Road (south bound) as the western end Olcott Mw from CTO junction to Technical Junction as the northern end Maradana Road from Technical Road junction to Maradana Intersection and down to D.R. Wijewardena Mw on the eastern end. 1-3 P a g e

11 The Annual Daily Traffic (ADT) of motorized traffic on these roads is between 20,000 to 50,000 vehicles and other than in D.R. Wijewardena Mw, the traffic situation in this area is generally congested throughout the day. In this respect, the road sections in the Fort area experience severe congestion during several periods of the day, in some cases lasting for nearly one hour. In the case of Pettah, the main roads included in this study namely Olcott Mw and Bastian Mw also experience congested flow conditions. In the case of Olcott Mw the fact that several heavy traffic generators are found on either side of the road results in heavy vehicular and pedestrian activity across the road as well as alongside. In this area, as photographs indicate, the Olcott Mw from CTO junction to Sanchiarachchi Mw (near Bastian Mw Bus terminal) is the worst affected. The speed on this section of road is just around 13 km/hour, with some links on this road experiencing speeds of just 4 to 5 km/hr for a considerable period of the day. This area attracts around 16,000 bus trips carrying an estimated 500,000 people and a further 50,000 people who travel by rail and come to Pettah in order to obtain a transfer to another bus or train to get to their places of work or simply to walk to their offices in the Fort and Pettah area. The location of the Manning Market next to the bus terminals and between the bus terminals and railway stations causes many conflicts for pedestrian as well as for vehicular movements. The retail trade activities are primarily attracted by the large number of bus and railway passengers moving between these terminals as well as moving to and from other locations in Fort and Pettah. These informal traders set up shop along the sidewalks and often on the carriageway as well, severely restricting the movement of vehicles and pedestrians in several places. The resulting congestion generally lasts throughout the day especially in the east bound direction of Olcott Mw stretching right across the study area. This area especially opposite the Fort Railway station is also frequently utilized for various protest rallies and marches often disrupting traffic flow for short periods of time. 1-4 P a g e

12 Road Surface Condition in Bastian Mw Bus Stand Mixed Parking Demand at Bastian Mw Bus Stand Exit Water Logging Areas in Gunasinghepura Bus Park Pedestrian Concentration on Bodhiraja Mw (CBS Junction) Condition of the CBS Entrance from Bodhiraja Mw Available Space on Bodhirajah Mw for Development 1-5 P a g e

13 Old Clock Tower (Pettah) Traffic Condition on Main Street Olcott Mw from Technical Junction Manning Market Entrance from Olcott Mw Venders Activities on Olcott Mw (Near CBS) Entrance to Main Street from West (Jayatilaka Mw) 1-6 P a g e

14 Olcott Mw (Central Area) Bus Stops near Fort Railway Station Traffic Movement at Lake House Junction Site Location on DRW Mw for Flyover Connection New Olympia Junction on DRW Mw Maradana Roundabout from Darley Road Figure 1-2: Typical Road Conditions in Study Area 1-7 P a g e

15 1.2 Scope The scope of work reported herein as agreed upon with the Road Development Authority, include the following: Analysis of Turning Movement Counts, Pedestrian Counts, Traffic Delay Measurements or a full traffic survey of the local area as the case may be, in order to obtain a clear picture of the cause of the traffic congestion and to identify the remedies. Comprehensive analysis of traffic patterns including movement of pedestrians, parking and bus halting. Analysis of traffic accidents at such junctions. Consider the influence of other problems such as heavy inflows, out flows of traffic from and to adjacent by-roads, misuse of road space etc. Identify the problems in existing set up such as erroneous road markings, signs, signal lights with faulty phases, lack of capacity for turning circles, inadequate lane widths etc. Calculation of benefits for technically feasible alternatives. Calculation of economic benefits for the above alternatives Based on above, recommend suitable solutions for each location which will include, solutions such as new or improvements to signals, roundabouts, flyovers, over passes, traffic management schemes, etc. If over passes/ flyovers required conceptual design of them with appropriate dimensions, required legs etc. Report on the impact on urban architecture 1-8 P a g e

16 CHAPTER 2 DATA COLLECTION The Table 2-1 shows the details of survey locations and type of surveys carried out pertaining to this study. Table 2-1: Details of Surveys Carried Out Survey Date Locations Remarks Travel Time Survey 16 th July & 15 th Aug 2008 DR Wijewardena Mw, Lotus Road, Olcott Mw, Maradana Road Turning Movement Counts Freight Vehicle O D Survey and Freight Vehicle Count Passenger O-D Surveys 15 th July th July th July th July 2008 TM1 : New Olympia Junction TM2 : Technical Junction TM3 : E.W. Bastian Mw / Olcott Mw Junction TM4 : Central Bus Stand Junction TM5 :Bastian Mw./Olcott Mw Junction Manning Market 4 th / 5 th Cross Streets 1. Fort Railway Station 2. Central Bus Stand 3. Gunesinghepura Bus Stand 4. Bastian Mw. Bus Terminal 5. Olcott Mw. 6. Opposite Railway Station (near Private Bus stand) (Railway Station End) Pedestrian Counts 1. Olcott Mw Within 50 m from Bodhiraja Mw 2. Lotus Road Bus Occupancy Counts and Bus Registration Number Plate Survey 18 th July Olcott Mw (near Fort Station) 2. Technical Junction 3. Central Road Figure 2.1 shows the above locations where the surveys were carried out. Appendix 1 gives the survey forms used for each survey type. The surveys were carried out using a pool of 35 university students who were specifically trained and worked in groups under an experienced survey supervisor. 2-1 P a g e

17 Figure 2-1 : Survey Locations 2-2 P a g e

18 CHAPTER 3 TRAFFIC ANALYSIS 3.1 Turning Movement Counts The results of the turning movement counts which show the movements by vehicle type at the five (5) intersections in the study area are given in Appendix 2. The tables and graphs given therein show the following: Hourly total of all vehicle types for each approach and ADT for each approach Graph showing the variation of flow by each vehicle type for each approach Graph showing the variation of flows by each approach for all vehicle types The summary of these flows are given in the following Tables: Table 3-1: ADT at Junctions in Study Area ADT Junction Passenger Buses Goods Non Total Vehicles Vehicles Motorized TM1: New Olympia Jct 42,081 3,179 2, ,305 TM2: Technical Jct 39,049 9,256 2,963 1,114 52,382 TM3: Sanchiarachchi Jct 14,561 8,364 1, ,561 TM4: Saunders Pl Jct 25,997 13,209 2,322 1,193 42,722 TM5: Bastian Mw Exit Jct 8,858 7, ,194 It can be seen that except for TM3 and TM5 each of the intersections have over 40,000 vehicle movements per day. Of this bus flows make up between even as high as 1/3 rd of the flow along the Olcott Mw up to Technical Junction. Even though Pettah has a high level of trading activities the movements of freight vehicles is much less than that of passenger buses. This is due to the fact that most trucks enter Pettah from Central Street and thus avoid the Olcott Mw. It seems actually that most goods vehicles entering Olcott Mw are destined for Manning Market and vehicles going exclusively to 4 th and 6 th Cross Street, Dam Street do not enter Olcott Mw except for a few leaving Pettah in the eastbound direction. The minimum percentage of bus flows in the traffic stream (7%) and the maximum percentage of private motorized vehicle fleet (87%) are found at the New Olympia Junction. This three-way junction carries a near-balanced traffic flow in each link. All other turning movement surveys carried out on Olcott Mw show a very high percentage of bus flows varying from 31% to 38%. It was observed that more than 13,000 buses had turned entered Saunders / Olcott Mw Junction. This area seems to be the most congested due to movements of this large number of buses turning in and turning out on to Olcott Mw. Approximately 5,700 buses were observed in the one-way direction of Bastian Mw at its exit. 3-1 P a g e

19 Approximately 23% of private passenger vehicles and 46% of goods vehicles westbound on Olcott Mw are found to make U Turns at the Bastian Mw exit. Around 16% of the goods vehicles exiting on Bastian Mw also turn right to Olcott Mw east bound.. These would be the vehicles coming to Manning Market. Such flow characteristics are prevailing since trucks are not allowed into Fort area due to security reasons at the moment. Therefore frequent obstructions to through traffic can be seen at this junction. The summary of the estimated flows on each of the major roads links in the study area are shown in the following table: Table 3-2: ADT at Intersections Junction TM1 : New Olympia Junction TM2 : Technical Junc. TM3 : PBS Junction TM4 : CBS Junction TM5 : EW Bastian Mw. Exit Road Passenger Vehicles Buses ADT Goods Vehicles Non Motorized Total DR Wijewardena Mw 26,381 2, ,438 Darley Road (St Josephs) 28, , ,587 Darley Road (New Olympia) 29,372 2,740 1, ,221 Maradana Road Sri Sangarajah Mw St Sebastian Hill Road ( Olcot Mw Sanchiarachchi Mw Bastian Mw Entry (East) Olcott Mw (Sanchiarachi Mw-West) Olcott Mw (Sanchirachi Mw- East) Saunders Place 9,667 3,436 1, ,906 Mihindu Mw 5, ,715 Olcott Mw (Saunders Pl East) Olcott Mw (Saunders Pl West) Olcott Mw (Fort Station) 16,697 10,188 1, ,829 Bastian Mw Exit (West) 2,397 5, ,406 Olcott Mw (East) 14,075 15, ,364 The following Figures show the ADT for each vehicle type in the study area as well as the total ADT by link of the road network. 3-2 P a g e

20 Figure 3-1 : ADT of Bus Flows in Study Area 3-3 P a g e

21 Figure 3-2: ADT of Goods Vehicle Flows in Study Area 3-4 P a g e

22 Figure 3-3: ADT of Other Private Vehicle Flows in Study Area 3-5 P a g e

23 Figure 3-4: ADT Flows in Study Area 3-6 P a g e

24 The above figures show the following features: 1. Bus flows are extremely high on Olcott Mw ranging between 7,000 to over 12,000 bus movements per day. The highest movements are seen near the Bo Tree Junction (TM4) in close vicinity to the Central Bus Station (CBS). This easily qualifies for the highest bus density in Sri Lanka, perhaps qualifying to being one of the highest anywhere. In terms of PCUs this translates to around 50% of the road capacity on Olcott Mw being taken up by buses. 2. On the other hand, the traffic flows on D.R. Wijewardena Mw show a percentage of private vehicles as high as 80%. Clearly there is a very sharp difference between the traffic mix between Olcott Mw on the northern side of the railway and D.R. Wijewardena Mw which is on the southern side of the railway. This is because a) The high concentration of buses is caused by Pettah being the central node for bus transport in the country. The three largest terminals namely Central Bus Station (CBS), Bastian Mw and Gunesinghepura bus terminals attract around 5,000 bus trip ends. These, as well as services turning around or passing through Pettah make up a total bus trip ends possible around 23,000, with around 12,000 passing through the Bo Tree junction another 4,000 entering Olcott Mw from Saunders Place, 3,000 existing from Bastian Mw to Olcott Mw near the Railway Station and another 3,000 entering through Central Street. b) Most private vehicles on D.R. Wijewardena Mw either end their trips in Fort area or exit from York Street to reach Pettah from Main Street and Reclamation Road as well as to get to the Port and related activities. It seems that the poor traffic conditions are driving private vehicles away from Olcott Mw to by pass Pettah by travelling through Kotahena or through Maradana. 3.2 Pedestrian Counts Pedestrian counts were conducted at two locations namely on York Street and on Olcott Mw within 50m from Bodhiraja Mw. Counts were done on pedestrian crossings as well as walking along the road within the area chosen during the three peaks. The summary of the pedestrian analysis is given in Appendix 3. Table 3-3: Summary of Pedestrian Flows Location Pedestrian Daily Flow Peak Hour & Peak Hour Factor York former Ceramic Jct 41,396 8:00-9:00 PHF 0.14 Olcott Bodhirajah Mw 43,510 8:00-9:00 PHF P a g e

25 Most of these pedestrians are those using public transport to access places of work and business from bus halts, bus terminal and railways stations. The fact that the railway station and the Bastian Mw are on one side of Olcott Mw and the Central Bus Station and the Gunesinghepura Bus Stand being on the other side results in many pedestrians having to cross the busy Olcott Mw. 3.3 Travel Time & Delay Observations Travel Time Surveys were obtained using 20 different travel passes along the following network of roads shown as Figure 3.5. D.R. Wijewardena Mw York Street Lower Chatham Street Olcott Mw Maradana Road Darley Road. The total length of this circuit measured by the Distance Measuring equipment is km. The travel time for each section for each pass is given in Table 3.4 and the speed for each section is given in Table 3.5. There are several noteworthy observations to be made from these calculations: There is a marked difference in operating speeds between the northern side of the railway land, i.e. on Olcott Mw where the speed averages around 13 km/hour and on the southern side i.e. on Wijewardena Mw which has an average speed of 34 km/ hour. The speed on DR Wijewardena Mw remains fairly constant throughout the day indicating it does not have capacity problems or capacity reduction problems. On the other hand the speed on the Olcott Mw varies sharply during the day. It shows demand variations as well as capacity reduction caused by extensive use of road space as well as road frontages during the day which has an adverse effect on the free flow of vehicle. 3-8 P a g e

26 Figure 3-5: Travel Time Measurement Points and Path 3-9 P a g e

27 Table 3-4: Summary of Travel Time Observations Table 3-5: Summary of Travel Speed 3-10 P a g e

28 The speed summary may be given as follows: Table 3-6: Summary of Speeds on Major Roads in Study Area Road Name Average Comments Speed D.R. Wijewardena Mw 34 km/hr Free flow during most periods of the day York Street and Chatham Street 20 km/hr Fluctuates between capacity and congested flow during most time periods of the day. Olcott Mw 16 km/hr Most sections experience constant stop-and-go traffic flow conditions through the work day. Maradana Road 9 km/hr Short section low average due to busy on intersections on either end. Road capacity is adequate but junction capacity is inadequate for most parts of the day. Darley Road 13 km/hr Short section, adequate capacity but low speed due to inadequacy of Maradana intersection. 3.4 Goods Vehicle Counts & Interviews Goods vehicles were counted and drivers interviewed at Manning Market and at 4 th / 5 th Cross Streets. The counts shows that around 400 vehicles enter the Manning Market daily and around 200 vehicles enter the 4 th and 5 th Cross Streets daily. The distribution of vehicles by type and commodity carried in summarized in Table 3.7. Table 3-7 : Summary of Freight Surveys Location Manning Market 4/5 Cross Street Vehicle Type Three Wheelers 47 8 Van 20 4 Four Wheel Trucks Six Wheel Trucks Type of Goods carried in Type of Goods carried out Vegetables & Fruits Meat & Fish 5 1 Dry Food 2 27 Other agricultural products 6 15 Industrial Goods 1 3 Empty Other 5 9 Vegetables & Fruits Meat & Fish 2 1 Dry Food Other agricultural products 9 1 Industrial Goods 34 4 Empty Other P a g e

29 3.4.1 Distribution of Vehicles The vehicle distribution by type is shown in Figure 3.6. This clearly shows a dominance of six wheel trucks with smaller vehicles including three wheelers also making up a significant percentage. Mostly smaller vehicles are used for distribution from Manning Market to suburbs while larger vehicles bring vegetables to Manning Market and also take out to more distance outlets. In the case of the distribution of vehicles in the 4 th and 5 th Cross streets, 87% of vehicles are larger six wheel vehicles. Three Wheelers 14% Van 6% Six Wheel Trucks 59% Four Wheel Trucks 21% Figure 3-6 : Type of vehicles observed at Manning Market Figure 3-7 : Type of vehicles observed at 4 th and 5 th cross street 3-12 P a g e

30 3.4.2 Commodity Types The analysis of the commodity types carried in and carried out is shown in the two way graphs for each location. These are shown in Figures 3.8 and 3.9. In Figure 3.8 we observe that around 10% of trucks arriving at 4 th and 5 th Cross Street bring in fruits and vegetables to Manning Market. Thus these vehicles would need to cross Olcott Mw. On the other hand we also observe that around 50% of trucks come in empty to take out goods from the 4 th and 5 th Cross Street areas. Also another 10% of vehicles arriving in this area appear to bring in goods that are unloaded in the same area. In the case of Manning Market shown in Figure 3.9, it can be seen that all vehicles either bring in fruits or vegetables or take them out. This proportion is in equal numbers. Thus in other words all of them have one empty trip. Figure 3-8: Type of Products carried in and out from 4 th / 5 th Cross Street 3-13 P a g e

31 Figure 3-9 : Type of products Carried in and out from Manning Market Origin-Destination Origin-Destination of freight vehicles were obtained from the interviews made at both Manning Market as well as 4 th and 5 th Cross Streets. The percentage distribution of the Origin-Destination matrix of a sample of 579 freight vehicles coming to Manning Market is shown in Figure This shows that the majority of goods vehicles are from outside of Colombo. These vehicles bring agricultural produce and often take back foodstuff and other industrial goods. The vehicles with trip ends within Western Province are mostly vehicles used for retail trade transport. Of the freight vehicle movements around 20 to 25% seem to be approaching Pettah from origins south of the city. This means that there is a potential that this percentage could use a crossing over the railways from Olcott Mw to D.R. Wijewardena Mw. Most truck trips at present approach the city from Low Level Road as well as Kandy Road and Negombo Road. These trips would not be using such a crossing unless there is a clear advantage in the circulation of vehicles in the Pettah area. Presently vehicles arriving at Manning Market through Olcott Mw (westbound) exit to Olcott Mw (east bound) or through Bastian Mw. These vehicles are not allowed to proceed beyond the railway station and are required to either do a right turn from Bastian Mw or U-turn from Olcott Mw to Olcott Mw east bound P a g e

32 Figure 3-10: Origin-Destination Matrix of Freight Vehicles Arriving in Pettah 3-15 P a g e

33 3.5 Private Vehicle Origin-Destination Matrix North bound vehicles approaching the City Centre from the south and east use 3 major access corridors namely D.R. Wijewardena Mw, Sir Chittampalam Gardiner Mw and Lotus Road to enter the Pettah and Fort areas. By considering the destination of these vehicles as revealed in Roadside OD surveys conducted in 2006, the destinations which can be reached while travelling through Pettah are given by each of the 3 approaches in Table 3.8. It may be observed that there are 29,000 one-way trips observed within a 12 hour traffic day with around 23,700 trips to Pettah alone. Table 3-8 : Present 12-hour flow of Private Vehicles entering Pettah area To From Aluth Kade Grandpass Kotahena Maligawatta Mattakkuliya Pettah Gampaha District Lotus road(north bound) ,205 2, ,688 D.R Wijewardana Mw.(West bound) , ,976 Sir Chiththampalam Mw.(North bound) , ,38 8 Total ,74 4 4,07 1 Outside WP 41 5 Total 29,05 2 These are trips which can potentially use a crossing of the railway line between Fort and Maradana, as a better means of reaching their respective destinations. This means that destination such as Main Street, Port of Colombo, Sea Street, Dam street etc need to be accessed by these vehicles. Table 3-9 : Present 12-hour Flow of Goods Vehicle Entering Pettah Area From To Aluth Kade Grandpass Kotahena Maligawatta Mattakkuliya Pettah Gampaha District Lotus road(north bound) D.R Wijewardana Mw.(West bound) Sir Chiththampalam Mw.(North bound) Total , ,869 Outside WP Total 3-16 P a g e

34 3.6 Goods Vehicle Origin-Destination Matrix The present movements of goods vehicles to the Pettah area (from surveys conducted before the existing security measures came into operation) show that there are around 1,500 freight vehicles entering Pettah with another 400 travelling through Olcott Mw to other destinations. The 12 hour flows from each of the 3 southern approaches is given in Table Bus Routes and Frequencies Passenger buses enter Pettah and Fort area via 5 major access roads namely Sangaraja Mw, Sir Chittampalam Gardiner Mw, D.R. Wijewardena Mw, Maradana Road and Central Road. After entering the Pettah and Fort areas, the paths of these services are arranged depending on the operator, type of service (normal, air conditioned etc) and the location of the respective terminal. There are about 19 different such arrangements or circuits available in the Pettah and Fort area as indicated in Table 3.10 where the routes that make up a circuit as well as the number of bus trips scheduled per day are also shown. Table 3-10: Bus Routes and number of trips scheduled per each circuit Circuit No. Services Buses/day (One-way) Operator : SLTB Operation: Intra-Province 1 138,143,148,152,3/1,180,187,188,200,210,224,225,226,227,228,230,2 31,234,235, 260,261,265,275,333,332,343,356,514, ,171, ,122,125,162,170,174, ,100,101,137,138,400, Operator : SLTB Operation: Inter-Province 5 01,03,04,05,06,07,08,09,15,16,18,19,21,22,38,48, 49,57, 67,78,79, 87,92,98, ,122,122/ ,26,32,60, Operator : Private Operation: Intra-Province 8 3/1,143,148,152,180,200,226,227,240, ,187,188,210,218,235,275,333,343,356,514,332, ,225,228,230,231,234,260,261, ,144, ,174, (Kesbewa -Pettah), ,100,101,120,122,125,138,400,430, Operator : Private Operation: Inter-Province 3-17 P a g e

35 Circuit No. Services Buses/day (One-way) 16 1/3,1/4,03,04,05,06,07,15,16,18,21, 48,49, 57, 67,87,92, 98, ,08,09,19,22,38,78, ,122,122/ ,26,32,60, The above circuits account for 8,249 one way bus trips. Thus multiplying by 2 for two-way volumes and further adjusting for circulating trips such as from terminal to overflow park and back to terminal, the earlier estimate of around 23,000 bus trips estimated from traffic flow counts in Pettah are confirmed. This also means that there are around 6,500 (or 25%) bus trips which are empty and circulating in the Pettah area between terminals and parking areas. Since the primary benefit from the proposed bridge appears to be in reducing the excessive circulation of buses in Pettah, each of the 19 circuits have been shown in Appendix 4 to identify the possibility that each such service could use the proposed bridge. 3.8 Bus Stopping and Terminals Three major bus terminals in Pettah serve different types of bus services as Central Bus Station for SLTB buses, Bastian Mw and Gunesinghepura bus stands for private buses. In addition to these terminals, several bus stops are located close to the passenger generating and attracting areas for the convenience of passenger boarding and alighting functions. Terminals are mainly served by the long distance buses while the bus stops are frequently served by the short distance services. Appendix 4 shows the distribution of all bus stops and terminals within the Fort and Pettah city limits. Each of above circuit uses one of these bus stops or terminals as its prime passenger boarding point. A summary of the major stops and terminals associated with each circuit is tabulated in the following table. Table 3-11: Major Stops and Terminals in Pettah by Bus Route Circuit Terminals/ Stops Circuits engaged Central Bus Stand 1,5,6,7 Gunesinghepura Bus Stand 8,(Excluding route Nos. 226,152)16,18 Bastian Mw Bus Stand 14(Excluding route no. 138),17,19 Stop 1 12 Stop 2 2,11 Stop 3 9 Stop 4 14 (Only route no. 138) Stop 5 8 (Route nos.226,152) Stop 6 3,4,13 Stop 7 10 Stop P a g e

36 3.8.1 Development of Bus Passenger Terminals There is a plan at present to develop the Bastian Mw Bus Stand which is situated on a 4 acre plot of land as a modern bus passenger terminal. It is anticipated that this bus terminal will cater to long-distance passengers with drop off pick up facilities for many of the local and regional routes within the province. There are presently around 3,000 long distance buses arriving in Pettah and leaving after stays that may extend from 30 minutes to 4 hours. Presently these buses are parked all over the city particularly in Pettah and Maradana areas. It was shown earlier that around 25% of bus movements are resulting from empty circulation trips involving such parking. The development of the Bastian Mw bus terminal envisages the construction of a pedestrian walkway that will connect the Central Bus Station located across the Olcott Mw as well as the Fort Railway Station located around 600 metres westwards. If a bridge is proposed at this site connecting D.R. Wijewardena Mw it will open up the possibility that the 1 st floor level of such a terminal will also be accessible by buses. This would then provide for adequate parking space for buses as well as provide more flexibility for the free movement and circulation of buses without congesting the ground level. For this purpose it would be most advantageous to locate bus stops at both levels so that passengers can access the Fort Railway Station or CBS from the 1 st floor bus stops on an elevated walkway. Passengers from any one of these terminal could also move to any of the others using this same walkway. Moreover, it is clear from the 19 circuits that the circulation patterns in this area are complex. Also given security concerns and other developments, bus routes have been constantly changing in this area. There is a court directive arising from a Fundamental Right Petition to the Supreme Court to reduce the bus movements in this area. In this endeavor steps are being taken by the National Transport Commission to reduce the bus circulation by routing these buses through Pettah. A bridge would then be one measure that would reduce the high bus movements presently confined to Olcott Mw by opening a road axis from the south and across the railway lines. Thus it will be assumed that such a bridge would provide access to the 1 st floor of the proposed Bastian Mw Passenger Terminal and also provide adequate ramps to enter and exit from as many roads, so that complete flexibility of routing could be maintained where these could be changed to suit future requirements in managing traffic conditions. 3.9 Bus Passenger Surveys The analysis of the bus passenger surveys was carried out using SPSS Statistical package. A total of 1,914 samples were analyzed and the origin-destination of these passengers have been analyzed as shown in Table The following observations can be made from this matrix: 3-19 P a g e

37 Only around 4% of the passenger trips have both ends of their trip within the CMC area. This means there is very few local to local bus transfers at Pettah. Around 7% of trips are transfer where both trip ends are outside the Colombo District. Around 80% of all trips have one trip end within the CMC area. The single largest movement of passengers of 15.3% is between CMC area and outside of CMC but within Colombo District. This is followed by the movement between CMC and Gampaha District at 10.7% and CMC and Kalutara District at 7.3%. This clearly shows that a very important bus transfer function takes place within the Pettah area. Moving out of the long-distance buses will only have limited impacts and thus this important function would need to continue in to the future with the required adjustments where excessive bus trips be routed away from the centre Railway Passenger Surveys The data from a similar survey for railway passengers conducted at the Fort Railway Station whereby 323 samples were obtained has also been analyzed. The origin-destination analysis of this sample given in Table 3.13 shows that: Around 80% of rail passengers travel to destinations in Colombo, Gampaha and Kalutara district or in other words within the province itself. Only 19% of rail passengers have trips ends in Colombo DSD which is the northern part of the CMC which is much less than the corresponding percentage for buses P a g e

38 Table 3-12 : Bus Passenger OD Matrix (percentage) 3-21 P a g e

39 Table 3-13 : Rail Passenger OD Matrix (percentage) 3-22 P a g e

40 3.11 Passenger Travel Characteristics Access Modes & Transfers Table 3.14 gives an analysis of how bus and rail passengers access the other terminals in Pettah. This shows that overall 63.6% of passengers to all terminals both bus and rail arrive by bus, while 23% walk to the terminal. A further 10% arrive by rail with only 3% arriving by any one means of private transport including three wheeler and taxis. This once again shows the high degree of inter-modalism and the need to have good transfer connections between bus and rail as well as walkway access to both the railway and bus terminals. Table 3-14 : Percentage Distribution of Bus and Rail Passengers by Access Mode Access Mode Total Walk 23.1 Private Vehicles 3.0 Bus 63.6 Rail Sample Size =2244 This is analysed further by each terminal in Pettah to check for particular features. In this respect we observe that the percentage of passenger transfers between the Fort Railway Station and the 3 main bus terminals as given in Table 3.15 is quite low. Bus to Rail transfers appear to happen in much higher percentages on Olcott Mw outside the Fort Railway Station and also on Olcott Mw closer to Maradana. This clearly shows the highly unsatisfactory nature of inter-modalism at Pettah and the consequences where railway passengers in particular have to walk quite far to connect to a bus. Table 3-15 : Percentage Distribution of Bus and Rail Passengers by Mode and location Location Total Sample Size Bastian Bus Stand Access Mode Walk 10.6 Private Vehicles 2.8 Bus 85.6 Rail.9 Total Access Walk 16.2 Mode Private Vehicles 1.8 CTB Stand Bus 80.4 Rail 1.5 Total Fort Railway Access Walk P a g e

41 Location Total Sample Station Mode Private Vehicles 3.5 Size Bus 43.5 Rail 29.7 Total Access Walk 11.0 Mode Private Vehicles 6.0 GBS Bus 81.5 Rail 1.6 Olcot Mw Other end (Maradana End) Olcot Mw. - In front of RS Olcot Mw. - Near Telecom Total Access Walk 15.8 Mode Private Vehicles 3.0 Bus 49.6 Rail 31.6 Total Access Mode Walk 19.0 Private Vehicles 3.2 Bus 61.9 Rail 15.9 Total Access Walk 52.7 Mode Private Vehicles 1.5 Bus 43.6 Rail 2.2 Total Analysis of Public Transport Trip Purpose As shown in Table 3.16, around 42% of the rail passenger trips are work trips where one end is the home and the other end is the work place. Hence the Fort Railway Station is predominantly a commuter transport terminal. The railway also attracts around 14.5% trips for educational purposes while business related trips are relatively lower at 10%. However social and recreational trips are again higher at around 25%. In the case of bus passengers in Pettah around 48% are work trips, while educational trips are lower at around 8%. In other respects there are no significant differences in trip purpose between railway and bus passengers P a g e

42 Table 3-16: Percentage distribution by Origin Destination Place by Passenger Type Destination Place Total Sample Size Home Work School/ Education Business Social/ Recreational Train Passen gers Bus Passen gers Home Work School/ Origin Education Place Business Social/Rec reational Total Home Work School/Ed Origin ucation Place Business Social/Rec reational Total Accident Studies A limited amount of accident statistics could be collected from the Police Stations in the area, namely Fort, Pettah and Maradana regarding recorded accidents in the study area. A summary of this is shown in Table This shows that for the first half of 2008, there have been around 3 fatalities and 8 grievous injuries on Olcott Mw between CTO junction and Technical Junction. The most vulnerable black spot appears to be in front of the Fort Railway Station and at the Bo Tree junction area. A comparatively similar length of road with an ADT of the same magnitude which is D.R. Wijewardena Mw has recorded only 4 Grievous accidents. This indicates the increased accidents arising from intense pedestrian movements and heavy vehicle movements on Olcott Mw which is absent on D.R. Wijewardena Mw P a g e

43 Year Road Name Table 3-17: Summary of Road Accidents in Study Area Start Node name 2006 Olcott Mw CTO junction 2007 Olcott Mw CTO junction 2008 Olcott Mw CTO junction Front street 2008 Olcott Mw junction D. R. Wijewardana Gamini hall 2008 Mw jun Gamini hall Accident Type Property End Node Light Damage name Fatal Grievous Injuries only Total Front street junction Front street junction Front street junction Bastian end Lake house jun Darly Road jun Maradana Gamini hall 2008 Road jun Technical Bastian 2008 Olcott Mw junction end Technical 2008 junction Sri Sangaraja Technical 2008 Mw junction St Sebestian Technical 2008 Road junction Maradana Technical 2008 Road junction Reclamation Road Road Side Friction and Encroachments Most of the roads in the study area seem to be in unsatisfactory level of service for the free flow of traffic due to various activities taking place on both sides of the roads. The road network in this area shows street characteristics rather than functioning as trunk roads or arteries due to many pedestrian and vendor activities taking place along most of the roads in Pettah area P a g e

44 Olcott Mw seems to be the most severely affected road in the network due to its placement in the area which has very high demand for pedestrian activities. The situation has become even worse since the vendors have encroached the pedestrian walkways alongside the road, forcing the pedestrians to move on to part of the carriageway of the road. The pedestrian barricades can be seen placed at many places along the Olcott Mw, but do not function well under the above conditions. This situation prevails along the entire road stretch of Olcott Mw between Fort Railway Station and Sanchiarachchi Mw in the east most point. Since the highest bus flow as a percentage of the traffic stream (38%) are seen on Olcott Mw, their particular stopping and turning characteristics in this area also promote roadside activity aimed at soliciting business from bus passengers. The two bus stands namely Central Bus Stand and Gunesinghepura do not have adequate pedestrian facilities at the moment. The entrance and exit from Saunders Place and Bodhirajah Mw to these two bus stands are often blocked with pedestrian and vendors. Even though Bodhirajah Mw has been made one-way from the direction of Main Street to Olcott Mw, buses coming from Centre Street are severely affected by congestion on Bodhirajah Mw close to the CBS. The Centre Street which carries south bound bus flow to Pettah area is operating as a oneway road at present. This too seems to be obstructed by large amount of vendors, pedestrian and parking activities particularly close to Pettah area. The one-way operation on Lotus Road, Chatham Street and York Street seems to be carrying uncongested traffic in the clockwise direction. However the bottleneck created due to inadequate capacity near Lake House roundabout causes congestion quite often. The D.R Wijewardena Mw having 4 lane capacity along the entire stretch seems to function very well without experiencing any regular congestion. The road section on T.B Jaya Mw between Maradana roundabout and New Olympia junction also seems to operate well with existing traffic flow during most times of the day. There are not many pedestrians on these roads and hence vendor s activities cannot be seen due to this fact. Figure 3.11 indicates the condition of the road at important places by means of pedestrian, traders and vehicle flow characteristics P a g e

45 Conflicts between Pedestrians &Buses at CBS Entrance Congested flow on Olcott Mw Encroachments to Pedestrian Facilities at Olcott Mw. Vendors activities at Bodhirajah Mw. Pedestrian activities at Main Street Area Low traffic flow on D.R. Wijewardena Mw P a g e

46 Connection between Olympia & Maradana Roundabout One-way operation in Fort Area Figure 3-11: Road Side Friction and Capacity 3-29 P a g e

47 CHAPTER 4 GEOMETRIC DESIGN ANALYSIS 4.1 Existing Geometric Design The lane configuration and the flow on the important roads in the study area are given in Table 4.1. Most of the main roads in the study area are have 4 lane capacity with or without raised walkways. There are no sharp curves along these roads, hence there are no speed limit controls imposed by the road geometry itself. However the presence of a large number of intersections at close intervals along the main roads limits the speed of the traffic flow even during free flow conditions. The turning radius at most major intersections is adequate for all types of vehicles except at some of the Major / Minor Road intersections. Inner turning areas at intersections have been often obstructed by traders with temporary obstructions. There is some difficulty for buses and trucks to maneuver at such junctions and intersections thus reducing the junction capacities and reducing speeds. Table 4-1: Capacity and Flow Characteristics of Important Roads No Road Name Lane Configuration Flow 01 Olcott Mw 4 Lane Divided Two-way 02 D.R Wijewardena Mw 4 Lane Divided Two-way 03 Lotus Road 4 Lane Undivided One-way 04 T.B Jaya Mw (Olympia Jn to Maradana Jn) 6 Lane Divided Two-way 05 E.W. Bastian Mw 2/4 Lane Undivided One-way 06 Sanchiarachchi Mw 4 Lane Undivided Two-way (Closed) 07 Sounders Place 2 Lane Undivided Two-way 08 Bodhiraja Mw 2 Lane Undivided One-way 09 Main Street 4 Lane Undivided Two-way 4-1 P a g e

48 4.2 Problems of Existing Road Design There is a great demand for parking in the study area for all types of vehicles with different capacities depending on the magnitudes of different activities. Since the area is basically used for commercial activities, significant amount of trucks are involved. Demand for bus parking too is enormous due to having three major bus stands. Even though, most of the demand is around Olcott Mw, the supply has not been provided sufficiently. Even though presently no parking is allowed along the main roads of the study area, parking appears on most of the wider walkways and shoulders obstructing the pedestrian as well as the through traffic flow. Most of the activities are confined to the Northern side of the Olcott Mw. The Main Street from North carries large volumes of vehicles to the central Pettah area. But there are no wide connector roads between this northern area and the Olcott Mw to facilitate movement of such large volumes of pedestrians. There is a high demand for pedestrian travel along and across Olcott Mw due to the land use beside it. However, no facilities have been provided anywhere along the road. Even the only available pedestrian overpass has been obstructed at its entrance by traders. The area also accommodates a large flow of buses and trucks. The lane widths marked on most of the roads has the minimum standard. This makes movements of several lanes of traffic very slow under congested flow conditions. 4-2 P a g e

49 CHAPTER 5 PROPOSED SOLUTIONS The traffic surveys and other analysis carried out during the course of this study has led to the identification of a number of functional requirements that need to be satisfied in the proposed connection between DR Wijewardena Mw and Olcott Mw. These are: To provide a third crossing of the railway line between Maradana and Fort To provide a short cut to reduce the travel distance of vehicles having to travel around the railway land area nearly 5 km in length. This is seen as particularly useful for vehicles with trip ends in Pettah or adjacent areas approaching from Darley Road where the travel distance reduction would be most. There would be a marginal reduction for vehicles approaching from Chittampalam Gardiner Mw as well as Galle Face Centre Road. To provide a 1 st floor vehicular access to the proposed Bastian Mw Passenger Terminal. To provide a connection where bus movements between Bastian Mw which is to the south of Olcott Mw and the Central Bus Station and Gunesinghepura which are located to the north of Olcott Mw can be connected without the large number of buses having to necessarily enter the Olcott Mw. To provide a central multi-modal transport facility which will connect the railway station, long-distance buses as well as local buses by means of a separated pedestrian walkway which will enhance safety for passengers and provide quicker and easier connections. To remove the informal traders from the street level to the level above where pedestrian movements would be circulating thus reducing the roadside friction especially on Olcott Mw and Bodhirajah Mw so that the speeds on Olcott Mw can also improve. To ensure that freight vehicles arriving at Manning Market can cross over to 4 th and 5 th Cross Street without disturbing the flow on Olcott Mw. To open an axis between D.R. Wijewardena Mw and Bodhirajah Mw by crossing both the railway as well as the Olcott Mw so that greater access can be provided to areas as such as Sea Street, Main Street and Centre Street including the historic areas of Pettah. 5-1 P a g e

50 To open an axis where even port related vehicle can use without going through congested areas such as Maradana and Fort and having to cross Olcott Mw. In order to ensure flexibility for bus routing and circulation between the different terminals, to have ramps suitably located to optimize such movements. Figure 5.1 shows a possible connection from a point mid way on D.R, Wijewardena Mw to Pettah which will cross the railway in an alignment with the Bastian Mw Bus stand with two elevated sections running east-west that would be over the existing Bastian Mw with another elevated crossing of the Olcott Mw opposite the Bo Tree junction with a ramp to Bodhirajah Mw. 5-2 P a g e

51 Figure 5-1: Proposed Connection between D.R, Wijewardena Mw and Pettah 5-3 P a g e

52 5.1 Geometric Design D.R. Wijewardena Mw has several multi-storey building along its northern end. There is an opening of sufficient width for an elevated crossing near the major bend almost half way point of the road between the New Olympia junction and the Lake House junction. A shown in Table 5.1 this is of length 210 metres with 2-two lane ramps totaling 245 metre length. A crossing of the railway lines at this point as shown in Figure 5.2 is possible to reach the Bastian Mw near the eastern end of the bus stand. The only viable crossing of Olcott Mw is at Bo Tree junction where the Bodhirajah Mw can be used for the construction of the ramps as it is around 5 lane width. The length of the 2 lane crossing over Olcott Mw is 165 metres with a further 100 metres of ramp length which needs to avoid the Bo Tree at the junction. The Bodhirajah Mw can then be fully developed as a four lane road up to the Sea Street junction with Main Street so that it can provide a good connection via Main Street to Fort and via Central Street to Armour Street Junction and Kotahena. The 4-lane elevated road above the Bastian Mw will mostly be for the use of buses where a special bus bay should be constructed to connect to the walkway. The length of this section will be around 355 metres. Ramps to Olcott Mw at Sanchiarachchi Mw junction which is not congested at present may be 2 lane so that this can be used to access Aluth Kade and Hultsdorp and provide a reasonable access to the Courts Complex as well. At the D.R, Wijewardena Mw end, the ramps can be so designed that the elevated roadway can be continued over the Beira Lake at a later date as proposed by the Urban Development Authority in its proposal for this trace. 5-4 P a g e

53 Figure 5-2 : Proposed Connection with Railway Crossing Points 5-5 P a g e