Urban Transport System Development Project FOR Colombo Metropolitan Region and Suburbs

DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
MINISTRY OF TRANSPORT
URBAN TRANSPORT SYSTEM

DEVELOPMENT PROJECT
FOR
COLOMBO METROPOLITAN
REGION AND SUBURBS
Technical Report No. 2
Present Road Network and Traffic Condition
AUGUST 2014
JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)
ORIENTAL CONSULTANTS CO., LTD.

DEVELOPMENT PROJECT
FOR
REGION AND SUBURBS

Road Network and Traffic Condition
TABLE OF CONTENTS
CHAPTER 1 Road Network ................................................................................................................... 1

1.1 Road Classification ....................................................................................................................... 1
1.2 Road Network ............................................................................................................................... 2
1.3 Vehicular Traffic Demand on the Current Road Network............................................................. 6
1.3.1 Existing Vehicular Traffic Volume and Demand ................................................................... 6
1.3.2 Existing Average Travel Speeds ............................................................................................ 8
1.3.3 Existing Congestion points ................................................................................................. 13
1.4 Geometric Conditions of Roads .................................................................................................. 16
1.4.1 Road-Related Organizations ............................................................................................... 22
CHAPTER 2 Traffic Control and Management .................................................................................... 27
2.1 Traffic Control and Management ................................................................................................ 27
2.1.1 Traffic signal system ........................................................................................................... 27
2.1.2 One-way system Operation ................................................................................................. 31
2.1.3 Traffic surveillance system and Traffic information system ............................................... 33
CHAPTER 3 Current Urban Transport Condition and Issues............................................................... 34
3.1 Road Safety ................................................................................................................................. 34
3.1.1 Overview of recent trends in Western Province .................................................................. 34
3.1.2 Overview of recent trends in the Whole of Sri Lanka......................................................... 38
3.1.3 Comparison with Other Countries ...................................................................................... 41
3.1.4 Detailed Analysis of Fatal Accidents in Western Province ................................................. 43
3.1.5 Road Safety for Pedestrians ................................................................................................ 48
3.1.6 Summary of Countermeasures ............................................................................................ 51
CHAPTER 4 Travel Speed Survey ....................................................................................................... 52
4.1 Introduction ................................................................................................................................. 52
4.1.1 Survey Objectives ............................................................................................................... 52
4.1.2 Survey Implementation Body ............................................................................................. 52
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4.1.3 Survey Area and Survey Network ....................................................................................... 52
4.1.4 Survey Duration .................................................................................................................. 52
4.2 Field Survey ................................................................................................................................ 55
4.2.1 Field Survey Methodology.................................................................................................. 55
4.2.2 Survey Vehicles and Sample Size ....................................................................................... 55
4.3 Data Analysis .............................................................................................................................. 62
4.3.1 Data Analysis Methodology ................................................................................................ 62
4.3.2 Business Day Travel Speed ................................................................................................. 62
4.3.3 Non-Business Day Travel Speed......................................................................................... 69
4.3.4 Corridor Travel Time Analysis............................................................................................ 75
LIST OF FIGURES
Figure 1.2.1 Existing Road Network of CMA ........................................................................................... 5

Figure 1.3.1 Selected Locations for SLS ................................................................................................... 6
Figure 1.3.2 Daily Traffic Volume ............................................................................................................. 7
Figure 1.3.3 Peak Hour Traffic Volume ..................................................................................................... 7
Figure 1.3.4 Travel Speed in CMC in Morning Peak Hour ....................................................................... 9
Figure 1.3.5 Travel Speed in CMA in Morning Peak Hour ..................................................................... 10
Figure 1.3.6 Travel Speed in CMC in Afternoon Peak Hour ................................................................... 11
Figure 1.3.7 Travel Speed in CMA in Afternoon Peak Hour ................................................................... 12
Figure 1.3.8 Congestion points in CMC .................................................................................................. 14
Figure 1.3.9 Congestion points in CMA .................................................................................................. 15
Figure 1.4.1 Standard Cross Sections ...................................................................................................... 16
Figure 1.4.2 Cross Section Composition and Road Width (1) ................................................................. 17
Figure 1.4.3 Cross Section Composition and Road Width (2) ................................................................. 17
Figure 1.4.4 Cross Sections of Kandy Road ............................................................................................ 19
Figure 1.4.5 Cross Section of the High Level Road ................................................................................ 20
Figure 1.4.6 Cross Sections of Galle Road .............................................................................................. 21
Figure 1.4.7 Cross Section of Baseline Road........................................................................................... 22
Figure 1.4.8 Road Improvement Projects in NRMP 2007-2017 .............................................................. 23
Figure 1.4.9 Colombo - Malabe - Pore Expressway ................................................................................ 24
Figure 1.4.10 Extension of Baseline Road............................................................................................... 25
Figure 1.4.11 Kelanisiri Bridge – Koswatta Road ................................................................................... 25
Figure 2.1.1 Traffic control by hand signal.............................................................................................. 28
Figure 2.1.2 Signal switch ....................................................................................................................... 28
Figure 2.1.3 Pedestrian signals ................................................................................................................ 28
Figure 2.1.4 Countdown display .............................................................................................................. 28
Figure 2.1.5 Roundabout at Panadura ...................................................................................................... 29
Figure 2.1.6 Roundabout at Main St and Fort St ..................................................................................... 29
Figure 2.1.7 Roundabout at ODEL .......................................................................................................... 29
Figure 2.1.8 Traffic Signals and Roundabouts in CMC ........................................................................... 30
Figure 2.1.9 One-Way System Simulation on Congestion Degree .......................................................... 32
Figure 2.1.10 CCTV Image of area around Maradana............................................................................. 33
Figure 2.1.11 CCTV Image of area around Kollupitiya .......................................................................... 33
Figure 3.1.1 Number of Accidents and Injured in Western Province....................................................... 34
Figure 3.1.2 Fatalities by Transport Mode in Western Province .............................................................. 35
Figure 3.1.3 Grievously Injured by Transport Mode in Western Province .............................................. 36
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Figure 3.1.4 Responsible for Fatal Accident in Western Province........................................................... 37
Figure 3.1.5 Number of Accidents and Injured persons in Sri Lanka ...................................................... 38
Figure 3.1.6 Fatalities by Transport Mode type in Sri Lanka .................................................................. 39
Figure 3.1.7 Grievous Injured by Transport Mode type in Sri Lanka ...................................................... 40
Figure 3.1.8 Responsible for Fatal Accidents by Transport Mode type in Sri Lanka .............................. 40
Figure 3.1.9 Fatality by Mode and Age group in Western Province ........................................................ 43
Figure 3.1.10 Individual Responsible by Mode and Age group in Western Province ............................. 44
Figure 3.1.11 Individual Responsible by Number of Years since First License and Age Group ............. 44
Figure 3.1.12 Fatal Accidents by Time and Light Condition ................................................................... 45
Figure 3.1.13 Fatalities by Mode and Time of day in Western Province ................................................. 45
Figure 3.1.14 Individual Responsible for Fatal Accidents by Mode and Time of day in Western Province
.................................................................................................................................................................... 45
Figure 3.1.15 Location type and Crash type of Fatal Accidents .............................................................. 46
Figure 3.1.16 Relation between Safety belt and Injury Severity and its Usage rate ................................ 48
Figure 3.1.17 Relation between Helmets and Injury Severity and its Usage rate .................................... 48
Figure 3.1.18 Location and Heat map of Pedestrian Fatal Accidents in Western Province ..................... 50
Figure 4.1.1 Whole Survey Network Map ............................................................................................... 53
Figure 4.1.2 Survey Network Map around Colombo Municipal Council................................................ 54
Figure 4.2.1 Business Day Sample Size by Section in CMC................................................................... 56
Figure 4.2.2 Business Day Sample Size by Section in the Northern Part of CMA ................................. 57
Figure 4.2.3 Business Day Sample Size by Section in the Southern Part of CMA ................................. 58
Figure 4.2.4 Non-Business Day Sample Size by Section in CMC .......................................................... 59
Figure 4.2.5 Non-Business Day Sample Size by Section in the Northern Part of CMA ......................... 60
Figure 4.2.6 Non-Business Day Sample Size by Section in the Southern Part of CMA ......................... 61
Figure 4.3.1 Business Day Average Travel Speed in Morning Peak in CMA ......................................... 63
Figure 4.3.2 Business Day Average Travel Speed in Morning Peak in the Northern Part of CMA ........ 64
Figure 4.3.3 Business Day Average Travel Speed in Morning Peak in the Sothern Part of CMA .......... 65
Figure 4.3.4 Business Day Average Travel Speed in Evening Peak in CMC .......................................... 66
Figure 4.3.5 Business Day Average Travel Speed in Evening Peak in the Northern Part of CMA ......... 67
Figure 4.3.6 Business Day Average Travel Speed in Evening Peak in the Southern Part of CMA ......... 68
Figure 4.3.7 Non-Business Day Average Travel Speed in Morning Peak in CMA ................................. 69
Figure 4.3.8 Non-Business Day Average Travel Speed in Morning Peak in the Northern Part of CMA 70
Figure 4.3.9 Non-Business Day Average Travel Speed in Morning Peak in the Sothern Part of CMA .. 71
Figure 4.3.10 Non-Business Day Average Travel Speed in Evening Peak in CMC ................................ 72
Figure 4.3.11 Non-Business Day Average Travel Speed in Evening Peak in the Northern Part of CMA73
Figure 4.3.12 Non-Business Day Average Travel Speed in Evening Peak in the Southern Part of CMA
.................................................................................................................................................................... 74
Figure 4.3.13 Hourly Average Travel Time between Lake House and Battaramulla Junction ................ 75
Figure 4.3.14 Hourly average travel time between Lake house junction and Kadawatha junction ......... 75
Figure 4.3.15 Hourly average travel time between Lake house junction and Ja-Ela ............................... 76
Figure 4.3.16 Hourly average travel time between Lake house junction and Kaduwela (Low Level
Road)........................................................................................................................................................... 76
Figure 4.3.17 Hourly average travel time between For Lake house junction and Kottawa (High-level
Road)........................................................................................................................................................... 77
Figure 4.3.18 Hourly average travel time between Lake house junction and Piliyandala ....................... 77
Figure 4.3.19 Hourly average travel time between Lake house junction and Moratuwa (A2 Road)....... 78
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LIST OF TABLES
Table 1.1.1 Classification of Roads in Sri Lanka ....................................................................................... 1

Table 1.1.2 Road Length by Road Class in the Western Province ............................................................. 2
Table 1.2.1 Planned and Existing Expressways in Western Province ........................................................ 3
Table 1.2.2 Existing National Road Network ............................................................................................ 4
Table 1.4.1 Additional Development Plans by RDA ............................................................................... 24
Table 3.1.1 Number of Injured/Fatalities per Population and Registered Vehicles ................................. 35
Table 3.1.2 Responsible by Registered Vehicle and Vehicle Kilometres in Western Province ................ 37
Table 3.1.3 Number of Injured/Fatalities by population and registered vehicles in Sri Lanka ................ 39
Table 3.1.4 Responsible by Registered Vehicle and Vehicle Kilometres in Sri Lanka ............................ 41
Table 3.1.5 Comparison with Other Countries......................................................................................... 42
Table 3.1.6 Detailed Collision type of Fatal Accidents Top 30................................................................ 47
Table 3.1.7 Countermeasures for Traffic Accidents in Western Province ................................................ 51
Table 4.2.1 Number of Survey Vehicles and Total Survey Hours ............................................................ 55
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Urban Transport System Development Project for Colombo Metropolitan Region and Suburbs
Technical Report 2: Road network and Traffic Condition
CHAPTER 1 Road Network
1.1 Road Classification

This section shows the definition of road classes and the latest conditions of road development in
Sri Lanka. The existing road network of Sri Lanka has been divided into five classes from A to E
as defined in Table 1.1.1 based on the “Geometric Design Standards of Roads (RDA, 1988)”.
Classes A and B are applied to national roads managed by RDA, classes C and D are applied to
provincial roads managed by the Provincial Road Development Department (PRDD), and class E
is applied to local authority roads managed by local authorities.
The developed road length of each class is shown in Table 1.1.2.
Table 1.1.1 Classification of Roads in Sri Lanka

Class Description Type of Road O&M Note
A class roads are arterial
roads or long routes that Colombo Municipal Council
A
connect between major cities (CMC) has managed the
and towns maintenance work of A and
B class roads form the next B class roads except the
National road RDA
level of the hierarchy and Baseline Road funded by
distribute traffic between Japan’s loan and some roads
B constructed by other donors
residential areas, industrial
areas, town centres and feed in Colombo city.
the A class roads.
C class roads are the main
collectors/distributors within CMC has managed the
C Provincial Road
any zone or area that feeds maintenance work of C and
Provincial Road Development
the A and B classes. D class roads in Colombo
Department (PRDD)
city.
D D and E classes are local
roads that provide access to Local authority This class in the standard, in
(E) settlements and villages Local authority
road fact, is not generally used.
Although the class of
This road connects between expressway is not defined in
E Expressway RDA
major cities. the standard, “E” has been
used for convenience.
Source: Geometric Design Standards of Roads (RDA, 1998)
1
Table 1.1.2 Road Length by Road Class in the Western Province

Class Developed Length Composition Note
AA: 278.51km
AB: 65.09km CMC*: 39 km
A class consists of
A Colombo District: 393.38 km
AC: 30.19km AA, AB and AC.
Gampaha District: 738.94 km
Total : 373.79km Kalutara District: 421.25 km
Western province: 1,553.57km
B 1,286.35km
CMC**: 44 km
C 941.47km
Colombo Dist.: 399.78 km
Gampaha Dist.: 881.50 km
D 804.02km
Kalutara Dist.: 632.52 km
(E) 11,295km*
Southern Expressway:53.2km
E 90.0km*** Outer Circular Highway:11.0km
Colombo Katunayake Expressway:25.8km
Source: RDA, Western Provincial Ministry of Road Development and the CMC
*, **: These values are from the Urban Transport Development of The Colombo Metropolitan Region (2006).
***: This value of the Outer Circular Highway shows the 1st section which will be opened at the end of 2013.
1.2 Road Network

The existing road network of the Western Province is shown in Table 1.2.1 and Table 1.2.2.
(1) Expressways
Planned and existing expressways of the Western Province are shown in Table 1.2.1 and Figure
1.2.1.
The expressways in service in the Western Province as of April 2014 are the Southern Expressway
(SEW) including an extension section (Pinnaduwa - Godagama), the Colombo - Katunayake
Expressway (CKE) and the 1st section of the Outer Circular Highway (OCH). Additionally, the
Outer Circular Highway (OCH) is also under construction. The opening schedules are shown in
Table 1.2.1
In addition, there is a plan for the Northern Expressway that is still under a feasibility study.
After construction of the OCH and CKE, access between the SEW and Bandaranaike International
Airport is going to be connected as an expressway link. However, due to these expressways
basically running outside the suburbs around Colombo city, there are some serious issues such as
a) low accessibility to/from Colombo city and between the northern and southern areas of
Colombo city and b) a lack of alternative routes in case of emergency.
2
Table 1.2.1 Planned and Existing Expressways in Western Province

Name of Expressway Description Status
(1) Southern a) Developed section Opening schedule
Expressway Kottawa – Pinnaduwa : 95.3km Kottawa - Pinnaduwa :
Pinnaduwa – Godagama : approx. 30km in-service
b) Design speed : 120km Pinnaduwa – Godagama:
c) Lanes : Future - 6 , Temporarily – 4 in-service
(2) Outer Circular a) Developed section Opening schedule

Highway 1st section 1st Section: in-service
Kottawa - Kaduwela : 11.0km 2nd Section: 2015
2nd section 3rd Section: 2016
Kaduwela - Kadawatha : 8.9km
3rd section
Kadawatha - Kerawelapitiya: 9.2km
b) Design speed : 100km/hr
c) Lanes : Future - 6 , Temporarily – 4
(3) Colombo a) Developed section Opening schedule
Katunayake New Kelani Bridge - Katunayake: 25.8km in-service
Expressway
b) Design speed : 80km and 100km
c) Lanes :
New Kelani Bridge - Peliyagoda : 6
Peliyagoda - Katunayake : 4
(4) Northern Feasibility study is in progress.
Expressway
Source: RDA
(2) Major arterial roads
Major arterial roads of the Western Province are shown in Figure 1.2.1. According to Figure
1.2.1, although radial roads have already been developed to some extent, these roads don’t work
well under the existing conditions because the connections between each major arterial road are
not sufficiently developed. Especially, this has become a serious issue outside of the suburbs
around the CMC boundary due to low road network development. On the other hand, traffic
demands on the existing roads are almost at capacity or exceed each capacity in the CMC and
around the CMC boundary, and have caused traffic congestion at each point.
In order to solve these problems, although some partial improvement plans, such as the
development of fly-overs, widening of existing roads and the development of new roads are
planned by RDA, drastic improvement is difficult without a comprehensive planning policy
including public transport such as BRT and railway, and traffic control and management.
3
Table 1.2.2 Existing National Road Network

Road Name Number of Lanes Road Width*(m) Length (km)**
(a)Negombo Road
4 20 37.8
(A3)
(b)Kandy Road 1)Colombo – Kadawatha:4 18 - 20 13.7
(A1) 2) Kadawatha - : 2 13 41.8
(c)Low Level Road
2 10 - 12 24.5
(B435)
(d)Malabe Road 1) Colombo – 18 – 25 8.1
(A0 – B240) Battaramulla:6
2) Battaramulla – Malabe: 12 27.8
2
(e)High Level Road 1) Colombo – Kottawa:4 12 - 18 20.8
(A4) 2) Kottawa -: 2 12 41.2
(f)Horana Road
2 12 28.0
(B84)
(g)Galle Road 1) Colombo – Ratmalana:4 18 - 25 13.0
(A2) 2) Ratmalana – 48.5
30
Moratuwa:6
(h) Baseline Road 6 28 - 30 8.0
Source: RDA, Western Provincial Council Ministry of Road Development, CMC
Road width*: This value is not the width of ROW, but existing cross section.
Length**: This value is calculated using the data provided by RDA and Google Earth. The Baseline Road includes a
section which overlaps Kandy road.
4
Source: CoMTrans Study Team
Figure 1.2.1 Existing Road Network of CMA
5
1.3 Vehicular Traffic Demand on the Current Road Network

1.3.1 Existing Vehicular Traffic Volume and Demand
(1) Traffic Volume on 3 Sections
To compare transport characteristics of each corridor, the survey locations of SLS at i) the CMC
boundary, ii) 5km from the CMC boundary and iii) 10km from the CMC boundary were chosen.
Figure 1.3.1 shows the selected locations of the SLS.
Selected Locations from SLS for the selected Corridors

To/from CMC Boundary 5km 10km
1 Negombo Negombo Road (A03)
Ja-Ela Japan Friendship Bridge Welegoda Welisara
+ Mattakkuliya Bridge
2 Kadawatha Kandy Road (A01)
New Kelani Bridge Warakanatta Kadawatha
3 Kaduwela Low Level Road (Avissawella Rd.)
+ Wellampitiya Road Belagama Kaduwela
4 Malabe Malabe Road
+ Dr.N.M.Perera Mw. Battaramulla Malabe
+ Bauddhaloka Mw.
5 Homagama High Level Road (A04)
Nugegoda Maharagama Makumbura
6 Kesbewa Horana Road
Nugegoda Boralesgamuwa Piliyandala
7 Moratuwa Galle Road (A02)
+ Duplication Rd. Mt. Lavinia Moratuwa
+ Marine Drive
Source: CoMTrans Screen Line Survey, 2013
Figure 1.3.1 Selected Locations for SLS
Traffic Volume (24 hours)
Figure 1.3.2 illustrates the daily traffic volume of both directions and the vehicle composition type
for each corridor. The blue number shows the total number of vehicles, which includes
Motorcycles (Green), Three-wheelers (Sky Blue), Car-Jeep-Van-Pickup (Red), Trucks (Purple),
Buses (Orange) and others (Grey). Note that motorcycles and three-wheelers are half of the
number of vehicles even at the CMC boundary. The following are the characteristics which can
be observed from the result:
• More than 120,000 vehicles travel on the Malabe and Galle roads including around 5,000
buses.
• On the Kandy road, there are nearly 100,000 vehicles, which include 6,000 buses.
• The vehicles on Negombo road have some other alternative routes or share the route of
new Kelani Bridge to enter the CMC area.
• The High level road carries around 3,000 buses a day, which is more than Horana Road.
6
Peak Hour Traffic Volume (from 6 a.m. to 9 a.m.)
The peak hour traffic volume can be obtained from the SLS counted hourly volume on each
corridor. Figure 1.3.3 illustrates the morning peak hour traffic volume only for the direction
towards the CMC. The findings are as follows:
• The total number of vehicles on Kandy and Malabe roads account for over 5,000 vehicles
per hour.
• Roughly 300 buses are travelling on the Kandy and Galle roads during peak hour. To put
it simply, five buses are passing per minute. Thus, insufficient bus parking space on the
kerb decreases road capacities.
• Even in the morning peak hour, the ratio of motorcycles and three wheelers is high on the
Kandy and Malabe roads.
CMC 5 km 10 km CMC 5 km 10 km
Boundary Boundary
Bus 73,300 (Bus 3,400) 70,000 (Bus 3,600) 75,100 (Bus 3,600) Bus 5,600 (Bus 200)
Truck
Truck
Car, Jeep, Van, Pick-up 3,300 (Bus 200) 3,700 (Bus 200)
Car, Jeep, Van, Pick-up
3 wheeler
3 wheeler
Motor cycle Motor cycle
Negombo Rd. +Mattkkuliya Bridge Negombo Rd. +Mattkkuliya Bridge
95,200 (Bus 6,300)

5,000 (Bus 300)
67,300 (Bus 4,400) 4,100 (Bus 200)
37,800 (Bus 3,000) 2,100 (Bus 100)
70,700 (Bus 2,400)

3,900 (Bus 100)
18,300 (Bus 1,200) 18,000 (Bus 1,200) 1,100 (Bus 100) 1,600 (Bus 100)
Low Level Rd. + Wellampitiya Rd. Low Level Rd. + Wellampitiya Rd.
121,400 (Bus 4,800)

CMC
CMC
6,500 (Bus 200)

80,700 (Bus 2,700)
49,600 (Bus 1,800) 3,200 (Bus 200)
2,000 (Bus 100)
Malabe Rd. + Dr.N.M.Perera Mw. + Bauddhaloka Mw. Malabe Rd. + Dr.N.M.Perera Mw. + Bauddhaloka Mw.
44,100 (Bus 3,100) 46,200 (Bus 3,300) 36,100 (Bus 2,500) 2,400 (Bus 100) 2,600 (Bus 100) 1,900 (Bus 100)
41,300 (Bus 1,600) 40,900 (Bus 1,500) 2,600 (Bus 100) 2,700 (Bus 100) 2,500 (Bus 100)
32,400 (Bus 1,400)
128,700 (Bus 5,900) 8,800 (Bus 300)
62,700 (Bus 5,300) 61,400 (Bus 6,100) 4,100 (Bus 230) 3,400 (Bus 250)
Galle Rd. + Duplication Rd.+ Marin Drive Galle Rd. + Marin Drive
Motorcycle 3 wheeler Car, Jeep, Van, Pickup Truck Bus Motorcycle 3 wheeler Car, Jeep, Van, Pickup Truck Bus
Source: Preliminary Result of “CoMTrans Screen Line Survey 2013. Feb - March, Both Direction Source: Preliminary Result of “CoMTrans Screen Line Survey 2013. Feb - March, Both Direction
Source: CoMTrans Screen Line Survey, 2013 Source: CoMTrans Screen Line Survey, 2013
Figure 1.3.2 Daily Traffic Volume Figure 1.3.3 Peak Hour Traffic
Volume
7
1.3.2 Existing Average Travel Speeds
In order to understand the level of traffic congestion, travel speed is a key indicator, and it helps us
to find congested intersections and road sections.
Average travel speeds on the roads are illustrated in Figure 1.3.4 to Figure 1.3.7 based on the
survey results of the Travel Speed Survey (TSS). Figure 1.3.4 to Figure 1.3.5 shows the travel
speed of inflow traffic during the morning peak hour from 8 to 9 am. Figure 1.3.6 and Figure
1.3.7 show travel speed of outflow traffic during the evening peak hour from 5 to 6 p.m. In the
Study, the section with 20 km/hour or less travel speed is defined as congested considering the
perception of drivers, travel speed survey results and international examples.
(1) Travel Speed of Morning Peak Hour (Inflow to City Centre)
In the morning peak hour from 7:00 am to 8:00 am, travel speeds in CMC and its surrounding area
are mostly less than 20 km per hour and some sections are observed at even less than 10 km per
hour.
a) The Maradana roundabout and Town Hall intersection are the most remarkably congested
points in the city centre.
b) Traffic congestion is seen at many intersections on the Baseline road intersecting with radial
roads since major traffic flows go from the suburbs to the city centre in the morning and road
traffic capacity is limited at the intersections.
c) The other congested points are the intersections where the roads merge with the arterial road in
Battaramulla. This is caused by lack of east-west direction arterial roads in the suburban
area.
d) Traffic congestion is seen at flyover sections such as the Dehiwala flyover. Despite
construction of the flyover, it is still congested because of the straight traffic volume, which is
more than the one-lane traffic capacity on the flyover section.
(2) Travel Speed of Afternoon Peak Hour (Outflow from City Centre)
The area to the west of the baseline road is heavily congested in the late afternoon from 5:00 pm
to 6:00 pm. The traffic congestion is more severe than that in the morning period. In the city
centre, many intersections and roundabouts are congested.
a) The Maradana roundabout and Town Hall intersection are congested in the late afternoon as
well. At these intersections traffic flows come to this point from various directions and
traffic volume often exceeds traffic capacity of the intersections.
b) Compared to the traffic congestion in the morning peak period, outbound directions are
congested at many major intersections on the Baseline road.
8
The travel speed is 20km/h or lower overall,

resulting in congestion across the city.
The congestion is particularly severe in the
direction from Borella toward the city centre.
The speed is observed to be 10km/h at many
locations.
Figure 1.3.4 Travel Speed in CMC in Morning Peak Hour
9
Figure 1.3.5 Travel Speed in CMA in Morning Peak Hour
10
Figure 1.3.6 Travel Speed in CMC in Afternoon Peak Hour
11
Figure 1.3.7 Travel Speed in CMA in Afternoon Peak Hour
12
1.3.3 Existing Congestion points
From the results of the Travel speed survey, defined traffic congestion points originating from the
sections which have low-speed (20km/h or less) have been organised as follows:
The Legend for each point is as follows.

Red point: Congestion during morning and evening peak hour.
Green point: Congestion during morning peak hour.
Blue point: Congestion during evening peak hour.
a) There are many traffic congestion points in the CMC and each corridor including Base Line
Rd.
b) Traffic congestion in the morning and afternoon is occurring at major intersections mostly in
the areas that surround Borera, Maradana and the Town Hall in the CMC.
c) Traffic congestion occurs more in the evening than in the morning.
13
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Ragama
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Walisara
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^ Kirillawala
Kadawatha
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Enderamulla
Mahara
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Kiribathgoda
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Sapugaskanda
Kelaniya
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Peliyagoda
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^ Angoda
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Maradana
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Borella
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Malambe
Battaramulla
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Dehiwala
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Legend `Maharagama
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^ Pannipitiya
Congestion during morning and evening peaks `
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Kottawa
Congestion during morning peak
Congestion during evening peak
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^ Railway Stations `
^
Railway Line Werahera

A Class Roads
B Class Roads
Southern Expressway `
^ Ratmalana
Provincial Roads
Water Bodies
Piliyandala
CMC Boundary
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^
CMA Boundary Kesbewa
Peak Congestion Levels in Surrounding CMC Area - 2014

Kilometers
0 0.5 1 2 3 4
Figure 1.3.8 Congestion points in CMC
14
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Nedungamuwa
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^ Weboda
Ragama
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Walisara Henegama
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^ Kirillawala
Kadawatha
` Enderamulla
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Udupila
Mahara
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Kiribathgoda
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^
Sapugaskanda
Kelaniya Siyambalape Junction
`
Peliyagoda
^
Malwana
Dompe
Biyagama
`
^ Angoda Kaduwela
`
^
`
^ Maradana
`
^
`
^
`
^
Borella Ranala
Korathota
`
^
`
^ Hanwella
Battaramulla Malambe
Atigala
`
^
`
^ Sri Jayawardenapura
`
^
`
^
`
^
Athurugiriya
`
^
`
^
`
^ `
^
Dehiwala GodagamaMeegoda
`
^ `
^
`
^ Maharagama
`
^ `
^
`
^ `
^
PannipitiyaKottawa
` `
^ ^
` ` ^ ^Homagama `
^ `
^ `
^
`
^
`
^
Werahera
`
^ Ratmalana
Diyagama
Piliyandala
`
^ Kesbewa
`
^ Kahatuduwa
Moratuwa
`
^
Legend
Congestion during morning and evening peaks `
^
Congestion during morning peak

`
^
Congestion during evening peak
`
^ Railway Stations
Railway Line
A Class Roads Panadura
`
^
B Class Roads
Southern Expressway
Provincial Roads
`
^
Water Bodies
CMC Boundary
Wadduwa
CMA Boundary `
^
District Boundary
Peak Congestion Levels in Colombo Metropolitan Area - 2014

Kilometers
0 1.25 2.5 5 7.5 10
Figure 1.3.9 Congestion points in CMA
15
1.4 Geometric Conditions of Roads

(1) Standard cross section
Although standard cross sections for each case are shown in the “Geometric Design Standards of
Roads (RDA, 1988)”, cross sections as shown in Figure 1.4.1 are recommended by RDA because
this standard is usually used as just a guideline. However, these cross sections are not
necessarily applied to each road because of some differences between urban areas and rural areas,
such as the difficulty of acquiring additional land and high compensation expenses, have not been
considered.
2 lanes
4 lanes
6 lanes
Source: RDA
Figure 1.4.1 Standard Cross Sections
16
(2) Road traffic capacity (road width) of the selected corridors
The Study team examined existing road widths and the number of lanes of each corridor. The
general lane composition and widths are illustrated in Figure 1.4.2 and Figure 1.4.3.
||2 -lanes ||
||2-lanes || 22-lanes
-lanes||
||
Total
Total 20m
20m
|1 -lane_1
|1-lane -lane||
_1-lane
Total
Total 9m
9m
||1 -lane __ 1
||1-lane -lane||
1-lane ||
Total
Total 13m13m
Note: NRMP Investment

Plan (2007-2017):
4-lanes widening
[Kandy Road to
||2 -lanes ||
-lanes||
|| Nittambuwa
Total
Total 20~22m
20~22m and Low level Road]
|1 -lane_1
|1-lane -lane||
_1-lane
Total
Total 10~12m
10~12m
Figure 1.4.2 Cross Section Composition and Road Width (1)
||3 -lanes||3
||3-lanes -lanes||
||3-lanes ||
Total
Total 25~18m
25~18m
||2 -lanes ||
-lanes||
||
Total
Total 25m
25m |1 -lane_1
|1-lane -lane||
_1-lane
Total
Total 12m
12m
4-lanes widening
||1 -lane_1
||1-lane -lane||
_1-lane || [Battaramulla-Malabe]
||2 -lanes || 22-lanes
||2-lanes -lanes||
|| Total
Total 15m
15m
Total
Total 20m20m
|1 -lane || 11-lane
|1-lane -lane||
Total
Total 8m 8m
|1 -lane_1
|1-lane -lane||
_1-lane
|2 -lanes_2
|2-lanes -lanes||
_2-lanes Total
Total 12m
12m
||2 -lanes || 2
||2-lanes -lanes||
2-lanes ||
Total
Total 22m22m Total
Total 12~18m
12~18m
||3 -lanes ||
-lanes||
|| 4-lanes widening
Total
Total 30m
30m |1 -lane_1
|1-lane -lane||
_1-lane [High Level Road, and
Horana Road]
Total
Total 8m8m |1 -lane_1
|1-lane -lane||
_1-lane
Total
Total 12m
12m
Figure 1.4.3 Cross Section Composition and Road Width (2)
17
Cross sections of some major arterial roads such as Kandy Road, High Level Road, Galle Road
and the Baseline Road based on the site survey are shown in Figure 1.4.4 to Figure 1.4.7 below.
According to these cross sections, it is confirmed that most of them have not satisfied the
standards for cross sections.
(3) Potential for Bus Rapid Transit (BRT) introduction under existing road condition
On the other hand, it is confirmed that there have been several proposals for a Bus Rapid Transit
(BRT) system in the CMA. Although a BRT is considered as an inexpensive and immediate
transport measure, especially in developing countries, sufficient road width is required for
installation. The width of the cross section for a BRT line is shown at the bottom of each cross
section. In this case, the width of a BRT “7.5” m is applied as a minimum value. The 20~25m
width road section would make it very difficult to install a BRT line with the same lane
arrangement without widening.
(4) Kandy Road (A1)
The Kandy Road has been basically developed as a four lane road up to Kadawatha town,
however, that cross section is not fixed, and some sections don’t have enough shoulder space.
The section from Kadawatha to Nittauwa is planned to be widened to a 4-lane road according to
the Investment Plan of the National Road Master Plan (2007-2017).
Within the area of the CMC, land use along the Kandy Road (A1) is mainly commercial buildings,
residential houses and governmental and educational facilities. From the Kelani River to
Kadawatha, the residential land use gradually increases except for some areas in towns such as
Kiribathgoda. Low density residential houses, marshland and forests are major land uses of the
north-eastern section beyond Kadawatha.
While there are several intersections with major B class roads in the CMC, major intersections
after Kelaniya area are limited except for the intersections with B220 and B221 at Kiribathgoda;
B460 at Maharaja; and B13, B58 and B169 at Kadawatha.
18
Basic type of four lanes
Basic type of four lanes with shoulder
Kadawatha town
Beyond Kadawatha town
Figure 1.4.4 Cross Sections of Kandy Road
19
(5) High Level Road (A4)
The High Level Road has been developed as a four lane road except for two sections up to the
Kottawa IC of SEW, the first is a fly-over section and the second is a cut section due to a problem
with vertical alignment. The section from Vilasitha Nivasa and Colombo to Godagama is
planned to be widened to a 4-lane road according to the Investment Plan of the National Road
Master Plan (2007-2017). The basic type of suburban roads with four lanes is illustrated in
Figure 1.4.5. This cross section doesn’t secure safety for pedestrians due to lack of separated
spaces for the sidewalk and shoulder.
There are a number of commercial buildings and shops along the High Level Road (A4),
especially in the CMC and the towns along the road such as Nugegoda, Delkanda, Maharagama
and Kottawa. Dense habitation is also observed in the CMC and the section till Hommagama.
The land gradually shifts to residential and agricultural use in the section beyond Hommagama.
The High Level Road crosses a number of B class and other arterial roads in the section from the
CMC to Maharagama at roughly one km intervals. These cross roads include B84 (Horana
Road), AC8 (Baseline Road), B120, B389, B134, B316, B291, B504, B94.
Figure 1.4.5 Cross Section of the High Level Road
(6) Galle Road (A2)
The southern part of the Galle Road from Dehiwala has four lanes till Ratmalana airport and six
lanes to the bypass to Moratuwa station. The section from Moratuwa to Katukurunda is planned
to be widened to a 4-lane road according to the Investment Plan of the National Road Master Plan
(2007-2017).
The area along the Galle Road is relatively well developed compared with other corridors. There
is the conurbation of municipalities; the CMC, Dehiwala – Mount Lavinia Municipal Council and
Moratuwa Municipal Council. The land along the Galle Road from Colombo to Moratuwa is
mainly of commercial and partially residential use. Residential land is mainly observed in the
section beyond Moratuwa except for in some town centres such as Panadura.
The Galle Road crosses major arterial roads and B Class roads in the urbanised section from
Colombo to Moratuwa including A0 at Kollupitiya, Bauddaloka Mawatha, Dhammarama Road,
Silva Mawatha, B229, B11, B94, B547, B32, B389, B388, B204, B295 at roughly one km
intervals. The intersection intervals gradually increase in the sections beyond Moratuwa.
20
Four lanes type, north of Ratmalana airport
Six lanes type
Moratuwa area
Figure 1.4.6 Cross Sections of Galle Road
(7) Baseline Road (Basic type, six lanes)
Baseline Road has been developed as a six lane road from New Kelani Bridge to Kirullapone. It
connects with Kandy Road (A1) at the northern end and High Level Road (A4) at the southern
end. A median and sidewalk are installed in this road.
Land use along the Baseline Road is a mixture of business, commercial, residential, and some
other uses. Borella Junction is one of the busiest areas in CMC.
There are some intersections with major radial roads, Low Level Road (B435), B96, B62 at
Borella Junction, A0, B307, and High Level Road (A4)
21
Figure 1.4.7 Cross Section of Baseline Road
1.4.1 Road-Related Organizations
(1) RDA
• Roles
The role of RDA consists mainly of the maintenance and development of the roads and
bridges in the national road network and the planning, design and construction of new
highways, bridges and expressways to augment the existing network in accordance with
the latest National Road Master Plan. The latest one is the National Road Master Plan
(NRMP) 2007-2017.
• Actions
National Road Master Plan (NRMP) 2007-2017
Figure 1.4.8 shows the road improvement programmes in the Western Province that were
identified in the NRMP investment plan.
The NRMP contains a 10-year investment programme with six priorities including i)
construction of expressways and highways, ii) widening of highways, iii) reduction of
traffic congestion by the construction of flyovers and junction improvements, signalisation
and construction of a system of ring roads and major bypasses, iv) road maintenance and
rehabilitation, v) bridge rehabilitation and reconstruction and vi) land acquisition and
resettlement.
As mentioned above, the construction of the expressways has been proceeding surely and
steadily. All expressways around CMC will soon be interconnected as an expressway
network.
On the other hand, the widening of Galle Road to six lanes has not been undertaken yet
due to some problems, such as difficulty in land acquisition.
Figure 1.4.8 shows the road improvement programmes in the Western Province that were
identified in the NRMP investment plan.
22
Colombo
Northern
Kandy
Expressway
Expressway
Colombo-
Katunayake
Expressway
(CKE)
Outer
Circular
Highway
(OCH)
Southern
Expressway
Road Improvement Programs

For 6 lanes
For 4 lanes
For 2 lanes
Highways/
Expressways
Programs
Source: CoMTrans Study Team based on the Investment Plan 2007-2017 in NRMP
Figure 1.4.8 Road Improvement Projects in NRMP 2007-2017
• On-going development plans

RDA has conducted some additional projects in order to meet the needs brought about by
the change to a motorised society. Those projects are shown in Table 1.4.1.
23
Table 1.4.1 Additional Development Plans by RDA

Classification Description Note
1. Expressway Colombo - Malabe - Pore Expressway Conceptual study is in progress
(Figure 1.4.9) by the University of Moratuwa.
Second New Kelani Bridge Feasibility study is in progress.
2. A and B Class Roads Widening of each road a) This is still in the conceptual
a)Kandy road: to 6 lanes phase.
b)Horana road: to 4lanes b) It has been planned by ADB.
Extension of each road Land acquisition for these

a)Baseline Road,(Figure 1.4.10) projects is proceeding.
b)Marine Drive ( to Dehiwala Station)
c)B214
Source: RDA
Figure 1.4.9 Colombo - Malabe - Pore Expressway
24
Source: RDA
Figure 1.4.10 Extension of Baseline Road
Source: RDA
Figure 1.4.11 Kelanisiri Bridge – Koswatta Road
25
(2) Western Provincial Council Ministry of Road Development
• Roles
The roles of the Western Provincial Council Ministry of Road Development include the
construction and maintenance of all C & D class roads of the National Road System
within the Western Province totalling 2,000 km.
• Actions
Development Plan 2010-2014
The Development plan contains a 5-year investment program with four priorities
including i) road improvement, ii) road rehabilitation, iii) road safety improvement, iv)
reconstruction of major structures and so on. In addition, the Western Provincial Council
Ministry of Road Development has proposed the improvement plans to RDA from the
view point of road management.
(3) Local Authority
The roles of local authorities are the construction and maintenance of local roads in each
Municipal Council (MC). Additionally, the MCs have some projects such as widening and
rehabilitation of roads and installation of sidewalks under a World Bank Funded Project and so on.
On the other hand, unlike other local authorities, the CMC has managed not only local roads but
also some A and B class roads in the CMC area, and this includes some major arterial roads.
26
CHAPTER 2 Traffic Control and Management
2.1 Traffic Control and Management

Traffic control and management can be regarded as an essential countermeasure to tackle the
traffic congestion in the metropolitan area. At present many intersections exist with various
geometrical and roadside conditions. Especially in urban areas, the improvement of the layout of
intersections as well as the enhancement of signal control should be carefully examined to
increase its traffic capacity and to enhance traffic safety at intersections.
2.1.1 Traffic signal system
(1) Traffic Signals
At many intersections in CMC, traffic demand exceeds traffic capacity of the intersections, in
particular, during peak hours. The majority of traffic signals at these intersections are stand
alone; therefore, the signals do not coordinate with each other. The existing signals apply a
pattern control unit for the day of the week and for the time of day; therefore, the existing signal
system does not provide efficient traffic control.
Different types of signal control systems are installed at intersections managed by RDA and CMC.
These systems are currently manufactured by domestic system and equipment companies. Even
though countdown display devices are installed at some intersections, the current controllers are
basically multi-pattern controllers with different phasing parameters based on the time of day.
Traffic-actuated signal systems with vehicle detectors which adjust signal timing to optimise
throughput have not been introduced yet. In the past, coordinated signal operation was installed
along Malabe Road (A0), centring at Senayayaka intersection where the Malabe road intersects
with Baseline road. The system does not work at present due to poor maintenance; hence the
signals are being used as a stand-alone system. Police officers switch off the signals and control
traffic by hand signals at signalised intersections when congested.
(2) Signals for Pedestrian Crossings
A few signals for pedestrian crossings have been installed in the Colombo metropolitan area.
Some pedestrian signals have been installed on Galle Road and Baseline Road.
27
Figure 2.1.1 Traffic control by hand signal Figure 2.1.2 Signal switch
Figure 2.1.3 Pedestrian signals Figure 2.1.4 Countdown display
(3) Roundabouts
Symbolic monuments (Buddha statues, big trees) have been placed in the centre of many
roundabouts. Under a certain level of traffic demand, roundabouts are known as an efficient
intersection solution because of non-stop operation that maintains higher throughputs based on
first-come-first-in principle. However, once traffic volume exceeds a certain level and there is
not enough space to accommodate the enlargement of the roundabout layout and circulating lanes
to secure room for inbound traffic flows, congestion will occur. In such cases a roundabout
should be converted to a signal controlled intersection. Basically, a signal controlled intersection
is more compact than a roundabout, so that it could provide more space for pedestrians and
vehicular traffic flows. Current roundabouts with heavy traffic congestion shall be examined
carefully to determine whether they will remain as roundabouts or be converted to signal
controlled intersections in view of current traffic conditions and the projected traffic demand.
Traffic signals have been installed since the 1980’s and the most of the current traffic signals were
installed in the 1990’s at various intersections. Figure 2.1.8 shows the locations in which traffic
signal systems have been installed and roundabouts in CMC and its surrounding area.
28
Figure 2.1.5 Roundabout at Figure 2.1.6 Roundabout at Main St

Panadura and Fort St
Figure 2.1.7 Roundabout at ODEL
(4) Non-Signalised Intersections
Outside of CMC, almost no signals or roundabouts have been installed in any crossings. This is
satisfactory at a crossing with little traffic. However, it has become a dangerous place at the
points where the traffic volume exceeds a certain level, because it is necessary to find a short
inter-vehicle space in order to flow into the intersection and traffic crossing point of many
intersections.
29
Source: RDA,CMC, CoMTrans Study Team
Figure 2.1.8 Traffic Signals and Roundabouts in CMC
30
2.1.2 One-way system Operation
The one-way system and turning restrictions are applied to various sections, especially in the
CMC area. These are proposed by the traffic police based on their daily experience in traffic
control and patrol, and discussions with CMC and RDA.
It should be noted, however, that the one-way system increases the traffic capacity of the one-way
areas by connecting two-way two-lane roads while taking advantage of the difference produced by
extending the travel distance of some vehicles and increasing the traffic volume of routes covered.
In this sense, the system should not be applied to two-way roads with four or more lanes, because
there is no increase in traffic capacity
In the CMC, several new one-way systems have been applied to reduce congestion. A typical
example is the triangle roads connecting at Maradana junction, Technical junction and
Panchikawatta junction. While the one-way system can contribute to alleviate traffic congestion
in certain conditions, it might aggravate traffic congestion and increase vehicle-kilometres in other
settings. Application of a one-way system should be carefully examined taking into
consideration the directional traffic flow, road capacity, geometric condition of the intersection
and urban development along the roads.
Figure 2.1.9 shows a hypothetical analysis on congestion level and vehicle-kilometres of one-way
system operation and two-way system operation. Three intersections and three connecting roads
are assumed for the analysis. For these three connecting roads, four-lane roads and two-lane
roads are assumed and analysed separately. It is assumed that 4,000 passenger cars are entering
each intersection and half of those go to the left-side of the intersection and the remaining half go
to the right-side of the intersection.
In the case of four-lane roads, the congestion level of connecting roads of one-way system
operation is higher than the two-way system operation as vehicles going to the right-side of the
intersection have to pass three intersections. The total vehicle-kilometres of one-way system
operation is also higher than the two-way system.
On the other hand, the congestion level of the three connecting roads decreases in the case of
two-lane roads. The road capacity of the two-way road can be roughly half of the one-way road
with one-lane each way. However, it is noted that total vehicle-kilometres are still high for
one-way system operations.
31
[Two-Way Operation] [One-Way System Operation]
4,000pcu/h 6,000pcu/h
4,000pcu/h 4,000pcu/h
6,000pcu/h 6,000pcu/h
2,000pcu/h
Four-lane Roads Condition

Two-Way operation One-Way System operation Difference
Case
(Two lanes each way) (Four lanes one-way)
Capacity 4,400pcu/h 4,400pcu/h ±0 pcu/h
(=2,200pcu/h*×4Lane×0.5***) (=2,200pcu/h*×4Lane×0.5***)
Volume 4,000pcu/Lane 6,000pcu/Lane +2,000 pcu/Lane
12,000pcu km 18,000pcu km
Traveller kilometre 2,000pcu×1km×6line 2,000pcu×1km×3Line +6,000 pcu km
2,000 pcu×2km×3Line
Congestion degree
0.9 (v/c=4,000/4,400) 1.4 (v/c=6,000/4,400) +0.6 point
(V/C ratio)
Two-lane Roads Condition

Two-Way operation One-Way System operation Difference
Case
(One lanes each way) (Two lanes one-way)
Capacity 1,250pcu/h 2,200pcu/h +950 pcu/h
(=2,500pcu/h**×0.5***) (=2,200pcu/h*×2Lane×0.5***)
Traffic Volume 4,000pcu 6,000pcu +2,000 pcu/Lane
12,000pcu km 18,000pcu km
Traveller kilometre 2,000pcu×1km×6line 2,000pcu×1km×3Line +6,000pcu km
2,000 pcu×2km×3Line
Congestion degree
3.2(v/c=4,000/1,250) 2.7(v/c=6,000/2,200) -0.5 point
(V/C ratio)
Note: Traffic Volume shown in Figure **.

Capacity in Japanese standards: Two lane road (One lane each way) is 2,500pcu per hour*,
Multi-lane road is 2,200 pcu per hour**
Correction value***: Study team is virtual in 0.5 the correction value of the road width, heavy vehicles in the
stream and signal phase.
Figure 2.1.9 One-Way System Simulation on Congestion Degree
32
2.1.3 Traffic surveillance system and Traffic information system
(1) Traffic Monitoring System (CCTV)
There is a CCTV Division which undertakes surveillance for security reasons and detects traffic
conditions for traffic management. The CCTV centre is located on the 6th floor of the Central
Welfare Building in the traffic police offices. A total of 128 cameras at 27 locations are installed
at major intersections. The system started its operation funded by the national budget in March
2009. The system and equipment are made in Singapore.
The traffic police are disseminating traffic information to radio companies based on traffic
conditions collected by patrol teams on-site and CCTV cameras. Some other media tools, such
as twitter based disseminations, are in use on a voluntary basis.
Currently, these CCTV images have been used for crime prevention and monitoring traffic
conditions (congestion, accidents). In the future, it is possible to adapt it to a traffic information
providing system (unexpected event detection system, congestion information, etc.) by adapting
the image analysis technology.
In addition, possible candidates can be considered for forming a communication network to work
with each other and use other information, such as Signal Control of the CMA, by utilising an
optical cable network, which will be responsible for communication with CCTV images.
Figure 2.1.10 CCTV Image of area around Figure 2.1.11 CCTV Image of area around
Maradana Kollupitiya
(2) Parking Management
Roadside parking is allowed on roads with “P” marks which are managed by RDA, Western
Provincial Council Ministry of Road Development, CMC and local authorities. In case of a
violation, there is a fine of Rs. 500. This rate is actually so low that the number of violators
tends to increase. In the city area of Colombo, fifteen bicycles and five radio cars are monitoring
parking violations. Furthermore, the traffic police are considering the implementation of a
driving offence point deduction system as a means to reinforce the penalties against violators.
CMC is planning to prepare more road side parking spaces and the RDA plans to have car parking
facilities distributed through the CMC area. In addition, private parking businesses have been
started and are providing parking spaces.
33
CHAPTER 3 Current Urban Transport Condition and Issues
3.1 Road Safety

The number injured in traffic accidents has continuously increased in the last 5 years in Western
Province. Especially, the number of pedestrians injured and killed in traffic accidents is
significant compared to other areas in Sri Lanka. If no action is taken, a much more severe
situation will develop in the near future.
To reduce traffic accidents, it is necessary to make an effort to decrease both victims and
responsible offenders. Therefore, in this section, recent trends and factors of traffic accidents are
analysed and discussed from both the victims and offenders side. And based on the analysis,
measures to reduce traffic accidents are suggested in the latter part of this section. The analysis
is supported by the traffic accident database which is provided by the traffic police.
3.1.1 Overview of recent trends in Western Province
(1) Number of Accidents and Injured/Fatalities
Figure 3.1.1 shows the number of accidents and injured/fatalities in Western Province. The total
number of traffic accidents continuously increased from 2008 to 2012, and the growth was 43
percent in that period in Western province.
The number of fatalities has not changed much for the last seven years. On the other hand, the
number of grievously injured persons continuously increased and the increase in the 7 years was
47 percent. Especially, the growth between 2009 and 2012 is remarkable.
With regard to Table 3.1.1, the number of grievously injured per 100,000 population has also
increased 41 percent. The number of fatalities per 100,000 registered vehicles has decreased,
and that of grievously injured remains roughly flat.
Casualties Accidents
14,000 20,000
17,618 18,484
16,314
12,000 15,000
14,023 14,192 Non Grievous
12,911 15,000
10,000 Injured
Grievous
8,000 7,549
6,913
6,391 10,000 Injured
6,000 6,291 6,347 5,937 5,605 Fatality
4,000
5,000
3,157
Number of
2,000 2,646 3,199
2,171 2,218 2,221 2,308
Accident
808 887 792 776 871 875 780
0 0
2006 2007 2008 2009 2010 2011 2012
Figure 3.1.1 Number of Accidents and Injured in Western Province
34
Table 3.1.1 Number of Injured/Fatalities per Population and Registered Vehicles

Western Province
Fatality Grievous Fatalities Grievous
per Injury per Registered per Injury per
Year Population
100,000 100,000 Vehicles 100,000 100,000
population population vehicles vehicles
2006 5,581,430 14 39 876,109 92 248
2007 5,621,477 16 39 967,022 92 229
2008 5,661,523 14 39 972,787 81 228
2009 5,701,570 14 40 969,720 80 238
2010 5,741,617 15 46 1,075,069 81 246
2011 5,781,663 15 55 1,205,708 73 262
2012 5,821,710 13 55 1,279,616 61 250
Population from 2006 to 2011 is the liner interpolation of Census population in 2002 and 2012.
(2) Number of Fatalities by Transport Mode
Figure 3.1.2 shows the number of fatalities by transport mode. Generally, the most part of the
fatalities in traffic accidents are pedestrians and motorcycles/mopeds.
In Western Province, pedestrians have constituted the highest fatality rate for the last 7 years.
The second highest group is motorcycles/mopeds and the number has gradually increased. In
2012, there were 780 fatalities and up to 43 percent of fatalities were pedestrians.
Comparing with the whole of Sri Lanka (pedestrian ratio: 31 percent), which is discussed in
sub-section 3.1.2, it is clear that the number of pedestrian deaths is significant in Western Province.
The number of pedestrian deaths in Western province is almost half of that in all of Sri Lanka,
though the other mode is one third in the same value.
450
Motor Car,
400 Lorry,
350 Tractor Cycle
8% 8%
300
250 Pedestrian 2012 year
200 43% 780
150 Fatalities Motor
Cycle/Mop
100 ed
50 Bus Three 29%
0 2% wheeler
2006 2007 2008 2009 2010 2011 2012 10%
Motor Car, Lorry, Tractor Cycle

Motor Cycle/Moped Three wheeler
Bus Pedestrian
Figure 3.1.2 Fatalities by Transport Mode in Western Province
35
(3) Number of Grievously Injured by Transport Mode
As shown in Figure 3.1.3, pedestrians and motorcycles/mopeds are remarkable and growing in the
number of grievously injured. They combine to more than 70 percent of all grievously injured in
2012. Compared to the values in 2006, grievously injured pedestrians increased 54 percent and
motorcycles/mopeds increased 65 percent. Besides, the number of three wheelers also increased
62 percent in the last 7 years.
1,400 Motor Car,
1,200 Lorry,
Tractor Cycle
1,000 6% 7%
Pedestrian
800 32% 2012 year
3,199
600
Grievous Motor
400
Bus
Injured Cycle/Mop
ed
200 4%
Three 39%
wheeler
0
12%
2006 2007 2008 2009 2010 2011 2012

Bus Pedestrian
Figure 3.1.3 Grievously Injured by Transport Mode in Western Province
(4) Responsible Offender for Fatal Accidents by Transport Mode
“Responsible for Fatal Accidents” is defined as the driver, rider or pedestrian who is at fault for a
fatal accident. Therefore, sometimes the deceased is responsible for the fatal accident. Indeed,
34 percent of the persons responsible for a fatal accident were the fatality.
Figure 3.1.4 shows the offenders in fatal accidents. Motor cars, lorries and tractors amount to 36
percent (the ratio is roughly motor cars 25%: dual purpose vehicles 40%: and lorries 35%). And
the number has hovered at around the 350 veh/year level for the last 7 years.
Motorcycles/mopeds is the second largest group with 30 percent, and it has been in an increasing
trend.
The number of buses involved in fatal accidents has decreased by almost half in the last 7 years.
However, as shown in the upper half of Table 3.1.2, the responsible bus driver per registered
vehicle is greater than 20 times more than others. Of course, bus drivers are at high risk while
they drive long distances. However, the number of responsible per vehicle km for buses is still
triple that of all other vehicle types.
36
450
400 N/A
Pedestrian
Others
350 2%
Bus 5% Motor Car,
300 13% Lorry,
250 Tractor
36%
200 Three 2012 year
wheeler 932
150
13%
100
Cycle
50 Motor 1%
Cycle/Mop
0
ed
2006 2007 2008 2009 2010 2011 2012
30%
Bus Pedestrian
N/A Others
Figure 3.1.4 Responsible for Fatal Accident in Western Province
Table 3.1.2 Responsible by Registered Vehicle and Vehicle Kilometres in Western Province
Responsible per
Registered Responsible for
Year 2011 1,000 registered
vehicles Fatal Accidents
vehicles
Omnibuses 7,778 141 18.13
Private Cars 364,197 237 0.65
Goods Transport Vehicles 107,244 147 1.37
Motor Cycles 510,509 321 0.63
Three wheelers 213,177 134 0.63
All vehicle types 1,202,905 980 0.81
Responsible for Responsible per
Year 2011 Vehicle km Mn.
Fatal Accidents Mn. Vehicle km
Private and Public Bus 362 141 0.39
All vehicle types 8,160 1,045 0.13
Sources : Registered vehicles from Divisional Secretariats;
Vehicle km of Private and Public Bus from Central Bank of Sri Lanka, National Transport Commission
(http://www.cbsl.gov.lk/pics_n_docs/10_pub/_docs/statistics/other/econ_&_ss_2013_e.pdf) page 124.
Responsible for Fatal Accidents and Vehicle km of all vehicle types from The Study Team
37
3.1.2 Overview of recent trends in the Whole of Sri Lanka
In the whole of Sri Lanka, the number of pedestrians and motor cycles/mopeds is almost 60
percent of the fatalities. The number of fatalities has decreased from the peak year 2010.
However, compared to 2006, the number of pedestrian deaths increased 19 percent and that of
motorcycles/mopeds increased 50 percent.
The trends of traffic accidents in the whole of Sri Lanka is shown following, and its tendency is
generally similar to that of Western Province.
(1) Number of Accidents and Injured/Fatalities
Figure 3.1.5 shows the number of accidents and injured/fatalities in the whole of Sri Lanka. The
total number of traffic accidents continuously increased from 2008 to 2012, and the growth in that
period was 41 percent.
The number of fatalities has not changed much for the last seven years. On the other hand, the
number of grievously injured persons continuously increased and the increase in the 7 years was
64 percent.
In Table 3.1.3, the number of grievously injured per 100,000 population has also increased by 60
percent. The number of fatalities per 100,000 registered vehicles has decreased, and that of
grievously injured remains roughly flat.
Fatalities and
Accidents
Injured
40,000 50,000
35,000 40,258 42,145
37,653
33,757
40,000
30,000 31,980 33,094
29,864
25,000 30,000
20,512 21,925
20,000 18,916
16,576 16,103 16,056
15,000 15,952 20,000
10,000
8,924 9,077
10,000
6,490 6,811 7,931
5,000 5,523 6,213
2,171 2,393 2,328 2,413 2,721 2,677 2,443

0 0
2006 2007 2008 2009 2010 2011 2012
Fatality Grievous Injured
Non Grievous Injured Number of Accident
Figure 3.1.5 Number of Accidents and Injured persons in Sri Lanka
38
Table 3.1.3 Number of Injured/Fatalities by population and registered vehicles in Sri

Lanka
Whole of Sri Lanka
Fatalities Grievous Fatalities Grievous
per Injury per Registered per Injury per
Year Population
100,000 100,000 Vehicles 100,000 100,000
population population vehicles vehicles
2006 19,858,000 11 28 2,827,902 77 195
2007 20,039,000 12 32 3,125,794 77 208
2008 20,217,000 12 31 3,390,993 69 183
2009 20,450,000 12 33 3,595,068 67 189
2010 20,653,000 13 38 3,954,311 69 201
2011 20,869,000 13 43 4,479,732 60 199
2012 20,328,000 12 45 4,877,027 50 186
(2) Number of Fatalities by Transport Mode
Figure 3.1.6 shows the number of fatalities by transport mode. Generally, the most part of the
fatalities in traffic accidents are pedestrians and motorcycles/mopeds.
In the whole of Sri Lanka, pedestrians and motorcycle/moped have constituted the highest fatality
rate for the last 7 years. In 2012, total fatalities were 2,443 and up to 65 percent of fatalities are
pedestrians or motorcycle/moped.
1,000
Motor Car,
900 Lorry,
800 Tractor
10% Cycle
700 Pedestrian
31% 10%
600
2012 year
500
2,443
400 Fatalities
300 Bus
4% Motor
200 Three
Cycle/Mop
100 wheeler
ed
11%
0 34%
2006 2007 2008 2009 2010 2011 2012

Bus Pedestrian
Figure 3.1.6 Fatalities by Transport Mode type in Sri Lanka
39
(3) Number of Grievously Injured by Transport Mode
As shown in Figure 3.1.7, motorcycles/mopeds are remarkable and growing in the number of
grievously injured. Almost half of all grievously injured in 2012 were motorcycle/moped.
Compared to the values in 2006, grievously injured motorcycles/mopeds increased 85 percent and
that of pedestrians increased 75 percent. Besides, the number of three wheelers also increased
108 percent in the last 7 years.
4,500
Motor Car,
4,000 Lorry,
3,500 Tractor
Pedestrian 9% Cycle
3,000 24% 7%
2,500 2012 year
2,000 Bus
9,077
4% Grievous
1,500
Three Injured Motor
1,000
wheeler Cycle/Mop
500 13% ed
0 43%
2006 2007 2008 2009 2010 2011 2012

Bus Pedestrian
Figure 3.1.7 Grievous Injured by Transport Mode type in Sri Lanka
(4) Responsible Offender for Fatal Accidents by Transport Mode
Figure 3.1.8 shows the offenders in fatal accidents. Motor cars, lorries and tractors amount to 34
percent (the ratio is roughly motor cars 15%: dual purpose vehicles 38%: lorries 41%: and tractors
6 percent). Motorcycles/mopeds are the second largest group with 33 percent, and it has
increased 61 percent in the last 7 years.
1,600
1,400 PedestrianN/A
Others
Bus 2% 3% Motor Car,
1,200 12% Lorry,
1,000 Tractor
Three 34%
800 wheeler
2012 year
14% 3,314
600
400 Cycle
Motor 2%
200 Cycle/Mop
ed
0
33%
2006 2007 2008 2009 2010 2011 2012
Bus Pedestrian
N/A Others
Figure 3.1.8 Responsible for Fatal Accidents by Transport Mode type in Sri Lanka
40
The number of buses involved in fatal accidents has decreased to almost two thirds the initial level
in the last 7 years. However, as shown in the upper half of Table 3.1.2, the responsible bus driver
per registered vehicle is greater than 20 times more than others. Of course, bus drivers are at
high risk while they drive long distances. However, the number of responsible per vehicle km
for buses is still triple that of all other vehicle types.
Table 3.1.4 Responsible by Registered Vehicle and Vehicle Kilometres in Sri Lanka
Registered Responsible for Fatal Responsible per 1,000
Year 2011
vehicles Accidents registered vehicles
Omnibuses 14,856 681 45.84
Private Cars 590,047 702 1.19
Goods Transport Vehicles 300,840 668 2.22
Motor Cycles 1,535,683 1,197 0.78
Three wheelers 585,559 456 0.78
Responsible for Fatal Responsible per Mn.
Year 2011 Vehicle km Mn.
Accidents Vehicle km
Bus 1,139 681 0.60
All Others 27,000 3,882 0.14
Sources : Divisional Secretariats, Central Bank of Sri Lanka; National Transport Commission; The Study Team
3.1.3 Comparison with Other Countries
shows the traffic accident data of western pacific and south-east Asian countries (only countries
which have population more than a million). The number of road traffic deaths per population
and per registered vehicle is comparatively not so high in Sri Lanka, 11th and 10th out of the 16
countries respectively. On the other hand, the ratio of pedestrian deaths out of all traffic accident
fatalities is ranked in the top 4. Additionally, the number of pedestrian deaths per population and
per registered vehicle is ranked 6th for each.
41
Table 3.1.5 Comparison with Other Countries
Gross national income per capita

Estimated number of road traffic
Number of registered vehicle per

Estimated road traffic death rate
Estimated road traffic death rate
Estimated pedestrian death rate

(per 100 000 registered vehicle)
Estimated pedestrian death rate
(per 10 000 registered vehicle)
Pedestrians rate in fatal traffic

Number of registered vehicles
(per 100 000 population)
(per 100 000 population)

Population (1,000)
Pedestrian deaths
1,000 population
(Atlas method)
Country
accident
Region
(1,000)
deaths
Year
Year
Year
Year
42
Bangladesh S 1,625 148,692 2010 17,289 11.6 106.4 2010 7,054 11 4.7 0.7 40.8% 2009 700 2010

Republic of Korea W 19,711 48,184 2010 6,784 14.1 3.4 2010 2,564 409 5.3 2.1 37.8% 2010 19,720 2010
Japan W 89,871 126,536 2010 6,625 5.2 0.7 2010 2,292 710 1.8 0.8 34.6% 2010 42,050 2010
Sri Lanka S 4,877 20,328 2012 2,443 12.0 5.0 2012 762 240 3.7 4.9 31.2% 2012 2,260 2010
Singapore W 946 5,086 2010 259 5.1 2.7 2010 74 186 1.5 19.7 28.5% 2010 39,410 2010
M yanmar S 2,327 47,963 2011 7,177 15 30.8 2010 1,902 49 4.0 2.1 26.5% 2010 0 2010
M ongolia W 366 2,756 2010 491 17.8 13.4 2010 123 133 4.5 36.3 25.1% 2010 1,870 2010
China W 207,061 1,348,932 2010 275,983 20.5 13.3 2010 68,996 154 5.1 0.1 25.0% 2010 4,240 2010
Indonesia S 72,693 239,871 2010 42,434 17.7 5.8 2010 8,954 303 3.7 0.4 21.1% 2010 2,500 2010
Australia W 16,061 22,268 2010 1,363 6.1 0.8 2010 174 721 0.8 4.5 12.8% 2010 46,200 2010
Cambodia W 1,653 14,138 2010 2,431 17.2 14.7 2010 292 117 2.1 7.1 12.0% 2010 750 2010
New Zealand W 3,227 4,368 2010 398 9.1 1.2 2010 37 739 0.8 22.9 9.3% 2010 29,350 2010
M alaysia W 20,189 28,401 2010 7,085 25 3.5 2010 645 711 2.3 3.5 9.1% 2010 7,760 2010
India S 114,952 1,224,614 2009 231,027 18.9 20.1 2010 20,099 94 1.6 0.1 8.7% 2010 1,260 2010
Thailand S 28,485 69,122 2010 26,312 38.1 9.2 2010 2,052 412 3.0 1.4 7.8% 2010 4,150 2010
Lao People's
Democratic Republic W 1,009 6,201 2010 1,266 20.4 12.5 2010 80 163 1.3 16.1 6.3% 2010 1,010 2010
Source: WHO, *S: South-East Asia, *W: Western Pacific

3.1.4 Detailed Analysis of Fatal Accidents in Western Province
In this sub-section, a detailed analysis of fatalities and those responsible are described. It
contributes to understanding by whom, when, where and how the fatal accidents are brought about.
Based on the analysis, it becomes possible to suggest adequate countermeasures to improve road
safety of the target area.
(1) Fatality by Mode and Age group
Figure 3.1.9 shows fatality by transport mode and age group between 2006 and 2012. Three
quarters of pedestrian fatalities concentrate in age group 40 to 80, and it amounts more than 30
percent of all fatalities. More than half motorcycle/moped riders that died in traffic accidents
were in the age group between 20 and 40. Young drivers of motor cars, lorries, tractors and elder
cyclists also show measurable values. Additionally, 125 children less than 4 years old lost their
lives.
The line chart in the graph shows fatalities per 100,000 population by age in 2012. Those 60
years of age and older show a high fatality rate.
Effective Countermeasures: Education for young riders and older pedestrians, improve pedestrian
crossings and sidewalks
Fatality Fatality per

800 45
100,000
700 population 40
600 35
30
500
25
400
20
300
15
200 10
100 5
0 0
5-9
10-14
15-19
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
75-79
80-84
85-99
Less than 4
Age Group
Pedestrian MotorCycle/Moped
Three wheeler Bus
N/A Others per 100,000 population
Figure 3.1.9 Fatality by Mode and Age group in Western Province
(2) Individual Responsible by Mode and Age group
Figure 3.1.10 shows the individual responsible for a fatal accident by mode and age group
between 2006 and 2012. Generally, young people aged between 20 to 40 show high values.
Especially, motor car, lorry, tractor and bus drivers and motorcycle/moped riders between age 20
and 40 cover almost 55 percent.
43
The number of years from the issue of the first license is shown in Figure 3.1.11. This figure
indicates that most fatal accidents are caused by less experienced drivers/riders. The number of
individuals that were responsible that did not have a valid license covers 15 percent. Especially,
young drivers/riders without valid license are measurable. Almost 40 percent of those
responsible had less than 10 years driving experience, and they are concentrated in the age group
of 20 to 40. It is required to enforce tighter controls on driving without a license, and to provide
a high level of driving education to improve the quality of drivers.
Effective Countermeasures: High level of driving education before issuing license, tight controls
on drivers without a license
Responsible Responsible
1,400 per 100,000 40
1,200 population 35
1,000 30
25
800
20
600
15
400 10
200 5
0 0
5-9
10-14
15-19
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
75-79
80-84
85-99
MotorCycle/Moped Motor Car, Lorry, Tractor Age Group
Bus Three wheeler
Cycle Pedestrian
N/A Others per 100,000 population
Figure 3.1.10 Individual Responsible by Mode and Age group in Western Province
Responsible
1400
1200
1000
800
600
400
200
0
5-9
10-14
15-19
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
75-79
80-84
85-99
Without Valid license 0-4 Years Age Group

5-9 Years 10-14 Years
15-20 Years 20 Years and more
N/A
Figure 3.1.11 Individual Responsible by Number of Years since First License and Age Group
44
(3) Fatal Accidents by Light Condition and Time of day
The peak in Figure 3.1.12 shows the number of fatalities by time of day. As a whole, the number
between 16:00 and 23:00 is remarkable, and 44 percent concentrate in this duration. During
night time (19:00 – 04:00), 65 percent of fatal accidents happened where there was either no street
lighting or improper street lightning. The peak hour of commuting is around 16:00 to 18:00, but
the peak hour of fatal accidents is after that, and it is right after sunset. As shown in Figure
3.1.13, pedestrian fatalities between 16:00 and 23:00 are remarkable. That means pedestrians
tend to be killed in insufficient light.
Effective Countermeasures: Increase and improve roadside lighting, enforcement of using

headlights
Accidents
500
450
400
350
300
250
200
150
100
50
0
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Daylight Dusk, dawn Time
Night, good street lighting Night, improper street lighting
Night, no street lighting
Figure 3.1.12 Fatal Accidents by Time and Light Condition

600
600
500
500
176
400
400
161 136
267 148
300 109 121
300 207 94 172
138 207 67 71 115
97 155 108 74 61
54 67 78
145
200 126 81 117 200 82 70 57 53 131 133 86
109 88
115 102 72
96
78
84 111 74 105 108 126 58 138
96 82 136
103
97 98 110110 107
33
114 77 89 119 49
69 73 95 41
100 71 76 88 100 107 77 62 62 87 121 43
38 56 50 57 59 50 31 32 35 38 62 20 54 26 17 83 69 83 55 62 57 37 24 88 35 20
42 45
46 28 21 32 27 38 40 42 25 23 54 45 59 59 47 57 80 62
20 31 31 35 32 18 29 19 48 40 37 45 46 35 37 47 48
13 15 24 38 16 17 22 21 16 20 20 21 13
0 0
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3
Motor Car, Lorry, Tractor Bus Three wheeler Pedestrian Cycle Three wheeler
Cycle Motor Cycle/Moped Pedestrian Bus Motor Car, Lorry, Tractor Motor Cycle/Moped
Figure 3.1.13 Fatalities by Mode and Figure 3.1.14 Individual Responsible

Time of day in Western Province for Fatal Accidents by Mode and Time
of day in Western Province
45
(4) Location type and Collision type top 30
Figure 3.1.15 shows location type and human factor of fatal accidents in Western Province
between 2006 and 2012. About 70 percent of the accidents happened at a cross roads
intersection. The second largest group is T-junctions, and it covers 12 percent. For the human
factor, aggressive/negligent driving and speeding covers more than 80 percent of all factors.
Detailed collision types are shown in Table 3.1.6. The collision types are categorised into 88
types in the original database, but only the top 30 are shown here. Cells shaded with blue colour
means pedestrian related accidents, and 12 in the top 30 types are related to pedestrians. Most
pedestrians are killed while crossing a road (no. 1, 3,6,8,12,14, etc.), and no.1 and 3 amount to
more than 1,000.
Other than pedestrians, “Other head on crash”, “In conjunction with overtaking” and “Rear-end
crash” are remarkable. They are related to aggressive/negligent driving and speeding in Figure
3.1.15. On main corridors, even when there is only one lane each way, drivers try to overtake
others by using the opposite lane. That could be one reason why “Other head on crash” and “In
conjunction with overtaking” shows such a large value.
Effective countermeasures: improvement of pedestrian crossings and sidewalks, Traffic lights,

Centre Medians, Development of fast lane and no-passing zone, Education, Setup speed traps
Road No Junction within 10 meters T Junction

4-leg Junction Y Junction
Entrance, by-road RoundAbout
Railway Crossing Multiple road junction
N/A Others
Location type
0% 20% 40% 60% 80% 100%
Aggressive/negligent driving Speeding Error of judgement

Influenced by alcohol / drugs Fatigue / fall asleep Others
Not Known / NA
Human pre-
crash factor
0% 20% 40% 60% 80% 100%
Figure 3.1.15 Location type and Crash type of Fatal Accidents
46
Table 3.1.6 Detailed Collision type of Fatal Accidents Top 30

Description Fatality
1 With pedestrian entering the road section from the left sidewalk, shoulder etc. 668 11.5%
2 Other head on crash 630 10.9%
3 With pedestrian entering the road section from the right sidewalk, shoulder etc. 369 6.4%
4 In conjunction with overtaking 306 5.3%
5 Rear-end crash hitting a vehicle in position for going straight ahead 304 5.3%
6 With pedestrian staying on the road 255 4.4%
7 Other crashes with pedestrian 237 4.1%
8 With pedestrian entering the road from behind parked car to the left 209 3.6%
Crash between cyclist and motor vehicle both going straight ahead in the same directions on
9 the same road without turning off 184 3.2%
10 With pedestrian walking on the left hand side of the road 156 2.7%
11 Vehicle travelling straight ahead leaving the road to the left 148 2.6%
12 With pedestrian entering the road from the left prior to an intersection 143 2.5%
13 Vehicles intersecting without turning off 100 1.7%
14 With pedestrian entering the road from behind parked car to the right 100 1.7%
15 Other crashes with fixed object 100 1.7%
16 Other approaching crashes 97 1.7%
Crash between cyclist and motor vehicle going straight ahead in opposite directions on the
17 same road without turning off 92 1.6%
18 Other crashes with cyclists 77 1.3%
19 Vehicle travelling straight ahead leaving the road to the right 76 1.3%
20 With pedestrian entering the road from the left after an intersection 75 1.3%
21 Vehicle turning over and remaining on the road 73 1.3%
22 With passenger falling off vehicle 71 1.2%
23 Overtaking on the right 67 1.2%
24 With pedestrian entering the road from the right prior to an intersection 58 1.0%
25 With pedestrian entering the road from the right after an intersection 55 1.0%
26 With pedestrian walking on the right hand side of the road 54 0.9%
27 Other single crashes 52 0.9%
Crash between cyclist and motor vehicle both going in the same direction on the same road
28 and at least one of them turning off in a T, Y, + junction or roundabout 51 0.9%
29 Between vehicle and train 47 0.8%
30 Turning to the right ahead of vehicle going straight ahead in the opposite direction 45 0.8%
Abbreviations
Total 5789
47
(5) Protection and Injury Severity
The left hand side of Figure 3.1.16 shows the relation between safety belts and injury severity.
The number in the figure represents drivers who were injured in traffic accidents. The figure
shows safety belts slightly decreased the rate of fatalities and grievous injured in the traffic
accidents. The right hand side of Figure 3.1.16 shows the usage rate of safety belts in drivers
injured in traffic accidents. The percentage of drivers who wore safety belts when they had
accidents has doubled in the last 7 years.
100%
Safety belt, 80% 43%

not worn 8% 27% 65% 59%
(899) 74% 71% 70%
60% 82%
40%
Safety belt, 57%
6% 26% 68% 20% 41%
worn (465)
26% 30% 30%
18%
0%
0% 20% 40% 60% 80% 100% 2007 2008 2009 2010 2011 2012
Safety belt, worn Total Safety belt, not worn Total
Fatal Grievous Injury Non Grievous Injury
Figure 3.1.16 Relation between Safety belt and Injury Severity and its Usage rate
The left hand side of Figure 3.1.17shows the relation between helmets and injury severity of
motorbike riders. The number in the figure represents riders who were injured in traffic
accidents. As shown in the figure, wearing helmets decreased the rate of fatalities by 10 percent.
The right hand side of Figure 3.1.17 shows the usage rate of helmets by riders injured in traffic
accidents. The percentage of wearing helmets has hovered around 90 percent.
100% 6%
13% 9% 8% 13% 7%
Helmet,
80%
not worn 16% 27% 57%
(1,590)
60%
87% 91% 92% 87% 94% 93%

40%
Helmet,
worn 6% 30% 65%
(16,224) 20%
0%
0% 20% 40% 60% 80% 100% 2007 2008 2009 2010 2011 2012
Fatal Grievous Injury Non Grievous Injury Helmet, worn Total Helmet, not worn Total
Figure 3.1.17 Relation between Helmets and Injury Severity and its Usage rate
3.1.5 Road Safety for Pedestrians
Figure 3.1.18 shows locations of pedestrian fatal accidents in Western Province in 2012. The
heat map is displayed using a kernel density function with radius parameter of 2.5 km.
The accident location points are concentrated around Colombo, Ja-Ela, Wattala, Dehiwala and
48
Panadura. Especially, 24 percent of the pedestrian fatal accidents are focused in the circle with a
radius of 5 km around Colombo, even though the area of the circle is only 2 percent of the area of
Western Province.
Locations of accidents differ according to area. For example, in suburban areas of Colombo and
on the road to Negombo, “Hit on road without sidewalk” is significant. “Beyond 50m from
pedestrian crossing” is distributed evenly across the north half of Western Province, especially
near junctions or turns.
As shown in the graph, more than half of the accidents are during crossing. In many divisions,
“Beyond 50m from pedestrian crossing” is the highest factor. In Colombo, Kelaniya and
Mt.Lavinia, “Within 50m from Pedestrian Crossing” and “On Pedestrian Crossing” shows a
measurable value. In Gampaha, Kalutara, Kelaniya and Negombo, fatal accidents which seemed
to be caused by lack of a sidewalk cover 20 to 30 percent. In Colombo, more than 10 percent of
accidents occurred under the situation that a pedestrian was walking outside of a sidewalk even
though there was sidewalk.
Effective countermeasures: improvement of pedestrian crossings and sidewalks in the appropriate

locations, installation of road traffic signs warning of pedestrian crossings, installation of traffic
lights at intersections in the city area
49
100%
80%
60%
40%
20%
0%
Other N/A
Hit on road without sidewalk
Hit on sidewalk
Hit outside sidewalk
Within 50m from ped over-pass bridge or under-pass
Beyond 50m from pedestrian crossing
Within 50m from pedestrian crossing
On pedestrian crossing
Figure 3.1.18 Location and Heat map of Pedestrian Fatal Accidents in Western Province
50
3.1.6 Summary of Countermeasures
Based on the above mentioned analysis, countermeasures for traffic accidents in Western Province
are proposed in Table 3.1.7.
Table 3.1.7 Countermeasures for Traffic Accidents in Western Province

Category Objective Countermeasure
Improvement of sidewalks
Decrease pedestrian accidents on roadside
Guardrails
Installation of pedestrian crossings
Traffic light at intersection and pedestrian
Decrease pedestrian accidents when they are
crossing
crossing a road
Installation of road traffic signs warning of a
pedestrian crossing
Engineering Decrease head on accidents Installation of Centre Median
Introducing Fast lane
Decrease accidents during overtaking
Introducing No-passing zone
Decrease accidents of motorcycle/bicycle Installation of motorcycle/bicycle lanes
Increase and improve roadside lights
Decrease accidents during night time
Encourage using reflective material
Tight controls on drivers without a license
Improve the skill of the drivers Improve education before issuing driver's license
System Tightening driver's license examination
Decrease accidents caused by over speeding Setup speed traps
Smoothing traffic flow and reduce blind
Prohibit roadside parking
spots
Improve traffic manner of riders and Education for young riders and older pedestrians
pedestrians Road safety education in school
High level of driving education before issuing
Education
license
Improve the skill of the drivers
Education for public transport drivers (Bus,
Three wheeler)
51
CHAPTER 4 Travel Speed Survey
4.1 Introduction
4.1.1 Survey Objectives
The Japan International Cooperation Agency (JICA) and the Ministry of Transport of Sri Lanka
agreed to conduct the “Urban Transport System Development Project for Colombo Metropolitan
Region and Suburbs” (hereinafter referred to as “the Project”) in view to find immediate, short,
and long term viable solutions for the transport issues in Colombo Metropolitan Area and the
Suburbs in May 2012.
Travel speed is fundamental information for analysing the conditions in the region and this was
utilised in formulating the transport master plan of the Colombo Metropolitan Region and Suburbs.
In order to identify congestion bottlenecks and their causes the Travel Speed Survey was
conducted by utilizing vehicles equipped with a Global Positioning System (GPS) and General
Packet Radio Service (GPRS).
4.1.2 Survey Implementation Body
The field survey and data processing were sub-contracted to Geoinformatics International
(Private) Limited (hereinafter referred to as “the Sub-consultant”) under supervision of Oriental
Consultants Co., Ltd. (hereinafter referred to as “the Consultant”), a consulting firm for the
Project. The main business of the Sub-Consultant is to provide technological services using
geographical information, remotely sensed data and information technology for vehicle tracking
and fleet management. Detailed data analysis has been carried out by the Consultant.
4.1.3 Survey Area and Survey Network
The survey area generally covers major arterial roads in the Colombo Metropolitan Area defined
in the Main Report. Maps of the surveyed roads are summarised in Figure 4.1.1 and Figure
4.1.2.
4.1.4 Survey Duration
The field survey was conducted for 8 months between January 2013 and August 2013. After the
field survey, the data was processed and analysed from February 2013 to February 2014.
52
Kattuwa !
Negombo !
Katunayake !
Seeduwa!
!Thudella Gampaha!
Bopitiya! ! Ja-Ela
! Miriswaththa
!Belummahara
Nugape ! !Kandana
Kirillawala!
! Weliweriya
!
! Mahabage Indigahamula
A 03
! Kadawatha
! Handala !Mahara
! Delgoda
Mattakkuliya! !Wattala ! Kiribathgoda
1
A0
! Siyambalape Junction
Peliyagoda! ! Avissawella
! Orugodawatta
!
! ! Kaduwela Kosgama
Colombo ! Ambathale !
Puwakpitiya
! Maradana
!
! Borella Thalahena Kaluaggala
Kollupitiya ! A00 ! !
Narahenpita! ! Malabe Hanwella
Bambalapitiya! ! Battaramulla
!Kirulapone ! !Athurugiriya
Wellawatta! Thalawathugoda
!Nugegoda
A0
4 !Meepe
!
Dehivala ! Maharagama Meegoda
! Kottawa
! ! !Homagama
Mt. Lavinia! Boralesgamuwa
Rathmalana !
Piliyandala !
! Kesbewa
Moratuwa !
A0
2
Egodauyana !
! Walana Junction Pokunuvita

!
! !
Panadura ! Bandaragama Horana
A08
Wadduwa !
Kalutara!
SURVEY NETWORK MAP

® 0 1.25 2.5 5 7.5 10
Kilometers
Survey Network
(A Class Roads)
Survey Network
(Other Roads)
CMA Boundary
Figure 4.1.1 Whole Survey Network Map
53
Mattakkuliya !
!Wattala
3
Thorana Junction !
A0
Modara !
1
A0
! Peliyagoda
Grandpass ! ! Ingurukade Junction

Kotahena !
!
Orugodawatta
Wellampitiya
!
Fort !
!Pettah ! Panchikawatta Junction
!Technical ! Kolonnawa
Colombo ! Junction
!
!
Dematagoda
Maradana
!Slave Island
Punchu Borella
Gaalle Face! !
Ibbanwala !
! Eye Hospital Junction
!Borella
Kollupitiya ! A00 !
Kurunduwatta !Rajagiriya
!
Kanatta Junction
Ethulkotte !
! Thummulla !Narahenpita
Bambalapitiya !
A02
! Nawala Junction
!Thimbirigasyaya
Milagiriya ! !Havelock Town

A
04
Kirulapone
!
!
Wellawatta ! Pamankada
! Nugegoda
Kohuwala !
! Delkanda
Willium Junction!
SURVEY NETWORK MAP - CMC

® 0 0.25 0.5 1
Kilometers
1.5 2 Survey Network
(A Class Roads)
Survey Network
(Other Roads)
CMC
Boundary
Figure 4.1.2 Survey Network Map around Colombo Municipal Council
54
4.2 Field Survey

4.2.1 Field Survey Methodology
The survey was conducted with a floating vehicle method to obtain the average vehicle speed on
selected roads. The selected roads in the survey areas are separated into sections by major
intersections (Each section is shorter than 1km). The positional data of the Survey vehicles is
collected with a GPS device at 10 second intervals and the data is submitted to the server through
GPRS.
4.2.2 Survey Vehicles and Sample Size
A total of 198 vehicles were used for the survey. Categories of the vehicles are as follows.
Table 4.2.1 Number of Survey Vehicles and Total Survey Hours

Vehicle Number of Total
Category Vehicles Survey
Hours
Car 61 16,160
Van 40 12,000
Crew Cab 12 4,103
Double Cab 13 1,345
Lorry 43 4,893
Bowser 16 3,913
Prime Mover 10 268
Bus 2 180
Motor Bicycle 1 150
Total 198 43,013
Total sample size during the survey period by sections is shown in the following figures.
55
211
Mattakkuliya !
389
!Wattala
8
36
2
17
1
7
2
39
37
31 Thorana Junction !
10 5
15
7
Modara !
13
38
17
11 1905
95 2 2106
12
!Peliyagoda
09
1494
95
1211
18
16
904
Grandpass ! 76
15 5 ! Ingurukade Junction
7
15 0
307 131
1548
1888
3 3
60
Kotahena ! 86 8 50
2
207
54 116 3
49
768 23 3!
4
71 469
1
153
1304
28
1735
7 6 2 3 4 1 42 106
9
4 136 8 8
17 80
11
851
1
5
9
2 114
55
8 23 Wellampitiya
11 81
262 3
147 61 !
2157
2385
7
Fort ! 96
1918
1756
151
87 !101 551
68
22
1
10
144 ! 724
235
12
308
05
167 2
40
15 7 270
228 2 4
1435
205
323 16 !
65
6 8 ! 356Kolonnawa
Colombo ! 159 298 319
29
30 5
12 999 588
10
6 5 !
35 07
3 380 9 30
0
9!
3
13
56 7
2
40
1209
1387
353
401
424 436
345
364
!
464
589
80 21
112
353
118
4
7
103 11
7
1 97 83
223
14
276
81
Gaalle Face! 1 2 14
6 23 ! 84
370
1
5
67
476
89 2
333
42
39
1167
4
923
82
!
31
4
76
8 197
6
3824 ! 20
395
200
346
6
619 481
5 8 17
311 3 0 Borella
227
296 30
30 9 9 !
1 1
38 623
234
8
242
1222
143
518 84
411
03
1 307 310 363 1

12 6 712
Kollupitiya ! ! 274
7
1
1
308
147
4 235
976
17
58
282 671 !Rajagiriya

18
1372
0 184
0
87
9
319
2
0
485
148
79
995
!
27
1
22
Kanatta Junction 304

1
148 4
1
1
27 9
82
301
68
125
96
1 27
805
7 10
5
22 7
777
1178
5
1216
1
Ethulkotte !
21
698
3
18 1 33
0
1
3 1 4
3
16 3 19
10
890
67
341 !
97
47
73 !Narahenpita
Bambalapitiya 2
! 261 81
65
65 97
32
68
21 7
0
129
16
206 49
666
254 3
! 61
174
68 641
440 666
168
1003
4 44
2 6
! 167 19 1
60
63
409
70 19
492
70 8
209 ! 4 86
998
Milagiriya !1
392
1
275
77
921
63
384
89 5
92
3
140
49
1006
6
1
880
41
5 75 Kirulapone
802
18
91
37
7
403
213 !8 5
55
237
325 ! 47 7
247 48 8
86
92
92 ! 50
1
01
Wellawatta
83
5
5
17 89
7
1 99 82 8
5 50
82 4 4
256
255
70
203
8
222
8 Nugegoda
1
!
8
7
Kohuwala !
43
153
428
114
10 Sample Size Inbound Traffic Delkanda
398
!
10 Sample Size Outbound Traffic Willium Junction !
BUSINESS DAY SAMPLE SIZE

BY SECTION - CMC ® 0 0.25 0.5 1
Kilometers
(A Class Roads)
Survey Network
(Other Roads)
CMC
Boundary
Figure 4.2.1 Business Day Sample Size by Section in CMC
56
10 Sample Size Inbound Traffic

10 Sample Size Outbound Traffic
534
548
! Kattuwa
546
533
58 8
51
3
5 23
1
! 11
542
499
Negombo
617 691
565
756
804
699
! Katunayake
1020
798
! Seeduwa
101
939
3 1024
993 1087
182 179
Thudella Gampaha !11
111
! 22 1 140
148 185
9
08
74
0
96 20
67
11
! 9
11
!
6
25
4
889
18
861
!
4
98
0
Belummahara !
95
490
396
532
12
7
2777
2802
8
12 17 5
Nugape ! 34 27
!
Kandana
5
47
54
0
61
0
40
Kirillawala !
2625
2459
! Waliweriya
6
61! 3
70
47
63
599
!Mahabage
413
!
Gonahena
2419
7
2678
50
44 8
57
4
4
4
!
11
1 5 6
11
2
2
21 64
3
83
21 3
35 19 67
25
! 60 24 !
149
109
608
Mahara
422
!
01
143 92 13
74 29
6
27
13
6
55 6 294
6
Mattakkuliya ! ! 8
07!
0 1
28 4
204 4! 79
4
44
20
66
882 2
0
9 2
93
49
0 25 !
2 10
! 1 1023
5 17 !Siyambalape Junction
96 05 348
8 15
3
41
! 87 11 8 446
9
390
775
6
2
! ! 102 45 115 3 91
300 20 523
647
! 411 3 7 204 3
1
! 4 67 28 102 197 37 2 27
00 6 13 1714 1 15 599 !
89
363 !1490 1375 1474 1514 16 3 ! 742
91
1251
! 6 64
! ! ! 1168 !
14
! ! 1021 1250
! 945
82
! ! ! Kaduwela
75
138
!
163
92
259
! 7 09
3
442
!
40
46
43
! 100
214
! 8
!! 272 97 !
8
4
449
0
259
13
37
60
! 364 96 461 !
4
! ! 175 2
1
! 749 2 1 973 1049

!
12
! 693 5 3 !
! 13 355
1
32
404 3 4 2 !
7 Pittugala 902
842 54 30 959
4
4 !
396 3
497
536
! 63 !
62
24
110
165
5
26
407
0
11
! ! 31
7
! 6
3
! ! !
BUSINESS DAY SAMPLE SIZE
BY SECTION - CMA (Nothern Part)
® 0 0.75 1.5 3
Kilometers
(A Class Roads)
Survey Network
(Other Roads)
CMA
Boundary
Figure 4.2.2 Business Day Sample Size by Section in the Northern Part of CMA
57
! ! 96 !
724! 1049
1
! 2 ! ! 513 355 ! 1 !
12
321 404 3 4 842 30
7 902 959
544 !
624
497
536
! ! Malabe
24
0
11
45
0
11
165
31
! ! !
396
5
6
3
903
26
407
!
777
! !
7
99
1
23
! ! 7
397
7
3
7 71 307
12 255!
4
Athurugiriya
381
0
308 45
98 70 2 9
! 3
! ! ! 25
0
37 32 !
0 26 6
3
3
31
! 271
63
25
17 8 239
45
127
273
148
37
! 18
302
6
Willium 7
20
89
1
19
0
! 52 163
! 6 15 265
8
99
38
Junction 1
8 5 390
436 164
19
3 1 274
49
69 ! 6
484
1
430
271
352 ! 314
341
6 17 2
!95 240 60 4 ! 26 24 3 ! 364
2
11 !18 162
Pannipitiya
192 ! !
! 231 Godagama
! 2 93
708
7
25
4 6 65 200 283 284 !

3 5 ! 102
!
304
355
365
3 !
17
2
529
! 2 89
590
15
2
79
258
42
24
! 2
Makumbura
5
!
32
212
17
5
617
590
43
58
12
15
0
29 1
54
17
Maliban Junction ! 21
62
80
87
90
! 73
253
3
36 2
313
6
0
39
24
41
17
615
684
169
! 585
96
178 0
! 370 ! 28
69 4
176 2 33 ! 8
280
574 714 70
27 1
214 214
07
28 20
686 81
165 5
1 63
!
!
25 20
16 7
6
2
5
612
690
Koralawella !
15 5
17
2
13
13
Egoda Uyana !
655
651
37
20
149
59 19
5
3! Walana Junction Pokunuvita
64
3 108 ! 304
63 206
467
80
597
196
36 !1 19
8 !
Panadura ! 4 96 Bandaragama Horana
66 50
45 73
490
601
30
52 5
1
62
46
58
5
3
Wadduwa !
47
56
2
5
474
596
464
573
586
61
9
!
Kalutara North
605
612
Kalutara !
601
586

®
BUSINESS DAY SAMPLE SIZE 0 0.75 1.5 3 4.5 6 Survey Network Survey Network CMA
BY SECTION - CMA (Southern Part) Kilometers (A Class Roads) (Other Roads) Boundary
Figure 4.2.3 Business Day Sample Size by Section in the Southern Part of CMA
58
Mattakkuliya !
40
46
!Wattala
43
1
1
56
53
14
14 Thorana Junction !
37 2
4
Modara !
4
2
4
2 3
4 68
22 68 724
29
! Peliyagoda
60 5
62
6
552
469
232
Grandpass ! 17
57 0 !Ingurukade Junction
34
6
41
53
1
5
352
382
0
11
Kotahena ! 26 16 9
3
1
47 3
44
69
399 196
284
332 94
22 73 !
22 106
24
15 1
33 260
29
36
33 8 19
62
21 1 1
13
6
4
1
3
186
00
12 5 2
Wellampitiya
18 60
52 8 7 !
Fort !29
1
65
419
456
393
375
96
10
17
2
3
29 2 314 ! 1 1
! 128
38
56 42 49 55 5 30
23
26
57
60 28
4
297
72 4 5
4
70 1 40 !
82
! 46Kolonnawa
Colombo ! 65 64 40 9
89
81
19
1 1 2 !53 5
0
25
63 2
9
32
4!
5
27
10 1 3
2
3
1
299
49
313
75
81 79
52
!
93 76
147
154
21 89
23
69 64
66
4
1
21 30
54
44
41
15
73
13
Gaalle Face!
49
53 !
20
43 14
71
23 87
64
81
7
77
55
! 6 42
57
252
298
1
13
65
57 !
103
63 27
39 53 24
103
51 16 Borella
115 78
3 !
1
215
306
41
17
44
60
1 36289 311
11
00
18 0 22
123
1
1 76 77 85 7
110 6 179
1
Kollupitiya ! 17 48 ! 54
1
1
88
178 20
50 52 1 179
48
88 72 80 37 !Rajagiriya
5
69
34
68 4
13
1
30 242
12
!
70 1 6
49
307
7
Kanatta Junction
64
13 81
3 2 1
3
42
12
87
19
1
53
20
168
50
149
182
34
Ethulkotte !
301
304
155
3
146
71
1 55 6
42 6
51
161
37
7
16
82!
12
15
!Narahenpita
2 67 65
261 298 287
Bambalapitiya ! 15
17
3 21 7 21
18
3
58 0
40
308
30 13
112
4
4
45 ! 71
17 192
38 44
114 125
1 00
52
2 1
! 47
17
71
77
11 7 98
18
51 !
242
Milagiriya !1
5
56
21
29
48 71
3
11 3 8
21 2
23
1
31
12
261
1
232
2
32
24
5
58 2 Kirulapone
10
34
0
19
10
7 20
38 !2
5
68
81
70 ! 2
48 13 24
1
22
241
21
16 ! 15
Wellawatta
22
9
10 22
3
1 23 22 3
6 12
21 2 0
54
18
34
0
19
8 Nugegoda
63
!
4
2
4 Kohuwala !
10
16
7 5 78
15
75
! Delkanda
10 Sample Size Outbound Traffic Willium Junction !
NONE-BUSINESS DAY SAMPLE SIZE

BY SECTION - CMC
® 0 0.25 0.5 1
Kilometers
(A Class Roads)
Survey Network
(Other Roads)
CMC
Boundary
Figure 4.2.4 Non-Business Day Sample Size by Section in CMC
59

115
158
! Kattuwa
159
143
7
6
13
16
175
1 37
1
! 1
169
134
Negombo
180 169
161
212
219
216
! Katunayake
294
196
! Seeduwa
289
251
266
296
73
66 ! Thudella Gampaha ! 3 26 74
339
47
286
20 5 51
38
12
9
31 56
4
! 2
34
21
!
5
251
292
1
!
1
35
8
Belummahara !
27
186
109
4 169
2
861
856
2
2 7 1
Nugape ! 11 !
Kandana
0
17
818
17
0
21
8
10
Kirillawala !
842
! Waliweriya
0
24! 3
12
8
23
233
!Mahabage
117
894
830
!
Gonahena
1
16
12 6
20
0
4
8
! 1
16
1 0 0
15
9 19
0
3
85
8 9 7 19
26
! 24 15 !
176
21
Mahara
0
107
!
81
21
7
16 59
20 5
84
23
9
13 29 57
90
Mattakkuliya ! ! 1
28!89
6
3
0
26 55 4! 2
2
84
19
3
247 6
8
26
84
11
80 ! 251
739
2
2
!
819
!Siyambalape Junction
60 78 1
3
13
! 10 31 2 92
0
81
200
95
! ! 17 11 11 89
9
186
68
54 31 91
! 118 1 63
1
! 1 05 10 17 37 34 62
110 !
21 1 238 3 228
261 3 ! 5 130
! 195 237 ! 234 ! 226 1 !
4
1 70
2
190
25
! !
18
! ! 186 175 209 4

! ! ! 44 18
Kaduwela
31
!
20
17
!
52
6
! 1 83
7
44
11
!
13
77
213
11
! !
42
!! 23 !
47
6
1
87
16
45
! 114 129
! ! 54 18
!
03 7 227
75
33 327 225
! 169! 4 3
9 5 ! ! 162 122 1 6! Pittugala !
181 1 9
30
23
333 300 1 10 211 206

1
5 !
166
150
! 20 ! 9
15
85
5
23
115
116
82
10
! !
23
! 3
! ! !
BY SECTION - CMA (Nothern Part)
® 0 0.75 1.5 3
Kilometers
(A Class Roads)
Survey Network
(Other Roads)
CMA
Boundary
Figure 4.2.5 Non-Business Day Sample Size by Section in the Northern Part of CMA
60
! ! 18 !
75
! 169! 5 ! ! 162 122 ! 7 225 !
93 181 1 9
30
6
23
300 159 ! 10 211 206
166
150
!
15
! 0 12 Malabe
76
32
23
10
10
! ! !
23
2
9 115
3
85 6
149
116
77
! 92
82
34
141
! 29 !
64
10
! ! 1
129
1
5
12
1
!
3
38 17 48 Athurugiriya
100
9 75
96
! 26
! ! 68 85 66 76 ! ! 64
0
4 59
14
11
59
5 7
42 18! 0 6 83 3 2 46
0
30
3
!
11
7 5 54
Willium 48 4
98
7
79
21
50
37 26
7
! 9 !
53
53
4
1 1 83
Junction 55 2
65
47 !
2
14
98
83
6
!
99
79
44 102 !
36 1 4
4 66
26
3
! 1 29 24 6!6 11 5 ! 72
8
Pannipitiya 80
40
95
17 32 7
! ! !0 84 ! 122 Godagama
47
49
207
5 19 66 86 !
3
1 117 !
6
! 29 !
104
3 ! 48 5
126
76
30
136
!
164
81
30
4
81
8
! Makumbura
90
! 50
159
98
165
13
28 0
60 5
13
83
27
5
1
Maliban Junction !
24 4
17
00
1
24
! 14 5 1
59
82
12
182
8
6
210
! 142
7
57
64
82
! 84 !
212
20 7
59
71 70 ! 39
93 51
19 36
212
11
191 223
41 33
40
!
!
4 38
44
1
2
28
184
37
173
Koralawella !
7
7
Egoda Uyana !
195
181
8
8
18 75
35
0! Walana Junction Pokunuvita
17
1 34 !
57
184
28 30 51
162
62
14 ! 51
Panadura 4
! 7 !
46 27
Bandaragama Horana
26 33
156
38
149
16
15 7
9
14
14
14
8
0
Wadduwa !
15
14
1
1
172
139
152
135
23
14
2
8
!
Kalutara North
202
155
Kalutara !
182
149


BY SECTION - CMA (Southern Part)
® 0 0.75 1.5 3
Kilometers
(A Class Roads)
Survey Network
(Other Roads)
CMA
Boundary
Figure 4.2.6 Non-Business Day Sample Size by Section in the Southern Part of CMA
61
4.3 Data Analysis

4.3.1 Data Analysis Methodology
(1) Basic Survey Methodology
The Sub-Consultant shall employ a moving observer method by utilizing floating car strategy to
observe the average vehicular speed on selected road sections. The roads of the Survey Area
(described in the following section) shall be separated into road sections by major intersections.
Each road section shall be shorter than 1km. Road sections shall be determined by the
Consultant after the contract. Vehicles equipped with a GPS device shall store positional data at
10 second or less intervals. The average travel speed of each road section shall be calculated by
the following equation. Travel speed data of the GPS devise shall not be used to estimate travel
speed.
Va = La / (Tae – Tas)
Where; Va: Average travel speed of road section a
Tas: Time at entering point of road section a
Tae: Time at exit point of road section a
La: Length of Road Section a
4.3.2 Business Day Travel Speed
(1) Morning Peak
The three hour period from 6.00 am to 9.00 am was taken as morning peak period in a business
day. The inflow travel speed is observed to be less than 20 km/h at many locations inside the
CMC, and in the following road segments outside the CMC.
• A01 road from Kiribathgoda to Peliyagoda

• A02 road from Panadura to Wellawatta (except some small segments in Ratmalana to Mt.
Lavenia and Rawatawatta to Katubedda)
• B84 road Miriswatta Junction to Piliyandal Junction, Bokundara to Borelasgamuwa,
Papiliyana to Pamankada.
• A04 road Kottawa to Havelock Town (except some small segments in Navinna to
Delkanda and Pannipitiya to Maharagama).
• A 00 road Rajagiriya to Diyathauyana.
• B47 road from Palan Thuna to Battaramulla.
• B240 road from Thalahena to Koswatta and Godagama to Malabe
• B96 road from Kolonnawa to Orugodawatta.
• AB10 road Kaduwela Junction to Welivita.
The spatial pattern of the travel speed is shown in the following figures.
62
Mattakkuliya !
! Wattala
Thorana Junction
!
Modara
!
Peliyagoda
!
Grandpass
!
!
Ingurukade Junction
Kotahena !
!
Orugodawatta
Wellampitiya
!
Fort ! Pettah
! ! Panchikawatta Junction
!Technical !
Colombo ! Junction
! Kolonnawa
! Maradana Dematagoda
!Slave Island
Punchu Borella
Gaalle Face! !
Ibbanwala !
!Borella
Kollupitiya! !
!
Kanatta Junction
Ethulkotte !
Bambalapitiya !
! Nawala Junction
!Thimbirigasyaya
Milagiriya! !Havelock Town
Kirulapone
Travel Speed !
!
Below 10 km/h
10 - 20 km/h
! Nugegoda
20 - 30 km/h
30 - 40 km/h Kohuwala !
40 - 50 km/h Delkanda
Willium Junction! !
Above 50 km/h
AVERAGE TRAVEL SPEED (Morning Peak) - CMC

® 0 0.25 0.5 1
Kilometers
1.5 2
CMC Boundary
Figure 4.3.1 Business Day Average Travel Speed in Morning Peak in CMA
63
Travel Speed
Below 10 km/h
! Kattuwa
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
! 40 - 50 km/h
Negombo
Above 50 km/h
! Katunayake
! Seeduwa
! Thudella Gampaha !
Bopitiya ! ! Ja-ela
! Miriswatta
Belummahara !
Nugape ! ! Kandana
Kirillawala !
! Waliweriya
! Indigahamula
! Mahabage
!
Gonahena
! Kadawatha
! Handala !
Mahara ! Delgoda
Mattakkuliya ! ! Wattala ! Kiribathgoda

!Makola
! Thorana Junction
!
! Peliyagoda
!!
!
!
Wellampitiya Angoda Junction Welivita
!
Junction
!
Bandarawatta
! ! ! ! ! !
! ! Ambathale Junction
! ! ! Kotikawatta
! ! Kolonnawa Kaduwela
! !
! ! Kaluaggala
!! Kothalawala !
! Rajagiriya Pahathgama!
! ! ! Thalahena !
! ! ! Pittugala !
! ! Koswatta ! Hanwella
Ethulkotte Malabe
! ! ! Battaramulla
! !
!
AVERAGE TRAVEL SPEED (Morning Peak) - CMA Nothern Part
® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.2 Business Day Average Travel Speed in Morning Peak in the Northern Part of CMA
64
! ! ! ! !
! ! ! !
! ! Battaramulla ! Malabe
! ! !
! ! Arangala
!
! !
! Hokandara
! ! !Athurugiriya
! !Thalawathugoda
!Nugegoda
!
Willium !Delkanda
!
Junction Meegoda !
!Papiliyana !
Dehivala ! ! Navinna !
! ! ! ! Pannipitiya Godagama
Maharagama !
!Boralesgamuwa ! Kottawa !Pitipana
! ! Homagama
! Makumbura
Mt.Lavinia ! Werahera
Maliban Junction !
Rathmalana !
! Piliyandala
Katubedda ! ! !
Kesbewa
Kurusa Junction !
Moratuwa !
Koralawella !
Egoda Uyana !

!
!
Panadura ! ! Horana
Bandaragama
Wadduwa !
Kalutara North !
Travel Speed
Below 10 km/h
Kalutara !
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
40 - 50 km/h
Above 50 km/h
AVERAGE TRAVEL SPEED (Morning Peak) - CMA Southern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.3 Business Day Average Travel Speed in Morning Peak in the Sothern Part of CMA
65
(2) Evening Peak
The three hour period from 4.00 pm to 7.00 pm was taken as evening peak period in a business
day. The inflow travel speed is observed to be less than 20 km/h at many locations inside the
CMC
Mattakkuliya !
! Wattala
Thorana Junction
!
Modara
!
Peliyagoda
!
Grandpass
!
!
Ingurukade Junction
Kotahena !
!
Orugodawatta
Wellampitiya
!
Fort ! Pettah
!Technical !
Colombo ! Junction
! Kolonnawa
!Slave Island
Punchu Borella
Gaalle Face! !
Ibbanwala !
! Borella
Kollupitiya ! !
!
Kanatta Junction
Ethulkotte !
Bambalapitiya !
! Nawala Junction
!Thimbirigasyaya
Kirulapone
Travel Speed !
!
Below 10 km/h
10 - 20 km/h
! Nugegoda
20 - 30 km/h
Willium Junction! !
Above 50 km/h
AVERAGE TRAVEL SPEED (Evening Peak) - CMC

® 0 0.25 0.5 1
Kilometers
1.5 2
CMC Boundary
Figure 4.3.4 Business Day Average Travel Speed in Evening Peak in CMC
66
Travel Speed
Below 10 km/h
! Kattuwa
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
! 40 - 50 km/h
Negombo
Above 50 km/h
! Katunayake
! Seeduwa
Bopitiya ! ! Ja-ela
! Miriswatta
Belummahara !
Nugape ! ! Kandana
Kirillawala !
! Waliweriya
! Indigahamula
! Mahabage
!
Gonahena
! Kadawatha
! Handala !
Mahara ! Delgoda

! Makola
! Thorana Junction
!
! Peliyagoda
!!
!
!
!
Junction
!
Bandarawatta
! ! ! ! ! !
! ! ! Kotikawatta
! ! Kolonnawa Kaduwela
! !
! ! Kaluaggala
!! Kothalawala !
! ! ! Thalahena !
! ! ! Pittugala !
Ethulkotte Malabe
! ! ! Battaramulla
! ! !
AVERAGE TRAVEL SPEED (Evening Peak) - CMA Nothern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.5 Business Day Average Travel Speed in Evening Peak in the Northern Part of CMA
67
! ! ! !
! ! ! !
!
! ! !
! ! Arangala
!
! !
! Hokandara
! ! !Thalawathugoda !Athurugiriya
!
!Nugegoda
!
Willium !Delkanda
!
Junction Meegoda !
!Papiliyana !
Maharagama !
!Boralesgamuwa !Kottawa !Pitipana
! ! Homagama
! Makumbura
Maliban Junction !
Rathmalana !
! Piliyandala
Katubedda ! ! !
Kesbewa
Kurusa Junction !
Moratuwa !
Koralawella !
Egoda Uyana !

!
!
Panadura ! !
Bandaragama Horana
Wadduwa !
Kalutara North !
Travel Speed
Below 10 km/h
Kalutara !
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
40 - 50 km/h
Above 50 km/h
AVERAGE TRAVEL SPEED (Evening Peak) - CMA Southern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.6 Business Day Average Travel Speed in Evening Peak in the Southern Part of CMA
68
4.3.3 Non-Business Day Travel Speed
(1) Morning Peak
The three hour period from 6.00 am to 9.00 am was taken as morning peak period in a
non-business day.
Mattakkuliya !
! Wattala
Thorana Junction
!
Modara
!
Peliyagoda
!
Grandpass
!
!
Ingurukade Junction
Kotahena !
!
Orugodawatta
Wellampitiya
!
Fort !
!Pettah ! Panchikawatta Junction
!Technical !
Colombo ! Junction
! Kolonnawa
!Slave Island
Punchu Borella
Gaalle Face! !
Ibbanwala !
! Borella
Kollupitiya ! !
!
Kanatta Junction
Ethulkotte !
Bambalapitiya !
! Nawala Junction
!Thimbirigasyaya
Kirulapone
Travel Speed !
!
Below 10 km/h
10 - 20 km/h
20 - 30 km/h ! Nugegoda
Willium Junction! !
Above 50 km/h
AVERAGE TRAVEL SPEED (Morning Peak) - CMC

® 0 0.25 0.5 1
Kilometers
1.5 2
CMC Boundary
Figure 4.3.7 Non-Business Day Average Travel Speed in Morning Peak in CMA
69
Travel Speed
Below 10 km/h
! Kattuwa
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
! 40 - 50 km/h
Negombo
Above 50 km/h
! Katunayake
! Seeduwa
Bopitiya ! ! Ja-ela
! Miriswatta
Belummahara !
Nugape ! ! Kandana
Kirillawala !
! Waliweriya
! Indigahamula
! Mahabage
!
Gonahena
! Kadawatha
! Handala !
Mahara ! Delgoda

! Makola
! Thorana Junction
!
! Peliyagoda
!!
!
!
!
Junction
!
Bandarawatta
! ! ! ! ! !
! ! ! Kotikawatta
! !
Kolonnawa Kaduwela
! !
! ! Kaluaggala
!! Kothalawala !
! ! ! Thalahena !
! ! ! Pittugala !
Ethulkotte Malabe
! ! ! Battaramulla
! !
!
AVERAGE TRAVEL SPEED (Morning Peak) - CMA Nothern Part
® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.8 Non-Business Day Average Travel Speed in Morning Peak in the Northern
Part of CMA
70
! ! ! ! !
! ! ! !
! ! !
! ! Arangala
!
! !
! Hokandara
! ! !Athurugiriya
! !Thalawathugoda
!Nugegoda
!
Willium ! !Delkanda
Junction Meegoda !
!Papiliyana !
Maharagama !
! ! Homagama
! Makumbura
Maliban Junction !
Rathmalana !
! Piliyandala
Katubedda ! ! !
Kesbewa
Kurusa Junction !
Moratuwa !
Koralawella !
Egoda Uyana !

!
!
Panadura ! !
Bandaragama Horana
Wadduwa !
Kalutara North !
Travel Speed
Below 10 km/h
Kalutara !
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
40 - 50 km/h
Above 50 km/h
AVERAGE TRAVEL SPEED (Morning Peak) - CMA Southern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.9 Non-Business Day Average Travel Speed in Morning Peak in the Sothern Part of
CMA
71
(2) Evening Peak
The three hour period from 4.00 pm to 7.00 pm was taken as evening peak period in a
non-business day.
Mattakkuliya !
! Wattala
Thorana Junction
!
Modara
!
Peliyagoda
!
Grandpass
!
!
Ingurukade Junction
Kotahena !
!
Orugodawatta
Wellampitiya
!
Fort ! Pettah
!Technical !
Colombo ! Junction
! Kolonnawa
!Slave Island
Punchu Borella
Gaalle Face! !
Ibbanwala !
!Borella
Kollupitiya ! !
!
Kanatta Junction
Ethulkotte !
Bambalapitiya !
! Nawala Junction
!Thimbirigasyaya
Kirulapone
Travel Speed !
!
Below 10 km/h
10 - 20 km/h
! Nugegoda
20 - 30 km/h
Willium Junction! !
Above 50 km/h
AVERAGE TRAVEL SPEED (Evening Peak) - CMC

® 0 0.25 0.5 1
Kilometers
1.5 2
CMC Boundary
Figure 4.3.10 Non-Business Day Average Travel Speed in Evening Peak in CMC
72
Travel Speed
Below 10 km/h
! Kattuwa
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
! 40 - 50 km/h
Negombo
Above 50 km/h
! Katunayake
! Seeduwa
Bopitiya ! ! Ja-ela
! Miriswatta
Belummahara !
Nugape ! ! Kandana
Kirillawala !
! Waliweriya
! Indigahamula
!Mahabage
!
Gonahena
! Kadawatha
! Handala !
Mahara ! Delgoda

!Makola
! Thorana Junction
!
! Peliyagoda
! !
!
!
!
Junction
!
Bandarawatta
! ! ! ! ! !
! !
! ! !
! Kotikawatta Ambathale JunctionKaduwela
! Kolonnawa
! !
! ! Kaluaggala
!! Kothalawala !
! ! ! Thalahena !
! ! ! Pittugala !
Ethulkotte Malabe
! ! ! Battaramulla
! ! !
AVERAGE TRAVEL SPEED (Evening Peak) - CMA Nothern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.11 Non-Business Day Average Travel Speed in Evening Peak in the Northern
Part of CMA
73
! ! ! ! !
! ! ! !
! ! !
! ! ! Arangala
! !
! Hokandara
! ! ! Thalawathugoda !Athurugiriya
!
!Nugegoda
!
Willium !Delkanda
!
Junction Meegoda !
!Papiliyana !
Maharagama !
! ! Homagama
! Makumbura
Maliban Junction !
Rathmalana !
! Piliyandala
Katubedda ! ! !
Kesbewa
Kurusa Junction !
Moratuwa !
Koralawella !
Egoda Uyana !

!
!
Panadura ! ! Horana
Bandaragama
Wadduwa !
Kalutara North !
Travel Speed
Below 10 km/h
Kalutara !
10 - 20 km/h
20 - 30 km/h
30 - 40 km/h
40 - 50 km/h
Above 50 km/h
AVERAGE TRAVEL SPEED (Evening Peak) - CMA Southern Part

® 0 0.75 1.5 3
Kilometers
4.5 6 CMA
Boundary
Figure 4.3.12 Non-Business Day Average Travel Speed in Evening Peak in the Southern
Part of CMA
74
4.3.4 Corridor Travel Time Analysis
(1) Hourly average travel time between Lake house junction and Battaramulla junction
Travel Distance Inward 9.59 km
Travel Distance Outward 10.34 km
Figure 4.3.13 Hourly Average Travel Time between Lake House and Battaramulla Junction
(2) Hourly average travel time between Lake house junction and Kadawatha junction
Figure 4.3.14 Hourly average travel time between Lake house junction and Kadawatha junction
75
(3) Hourly average travel time between Lake house junction and Ja-Ela
Figure 4.3.15 Hourly average travel time between Lake house junction and Ja-Ela
(4) Hourly average travel time between Lake house junction and Kaduwela (Low Level Road)
Figure 4.3.16 Hourly average travel time between Lake house junction and Kaduwela
(Low Level Road)
(5) Hourly average travel time between Lake house junction and Kottawa (High-level Road)
76
Figure 4.3.17 Hourly average travel time between For Lake house junction and Kottawa
(High-level Road)
(6) Hourly average travel time between Lake house junction and Piliyandala
Figure 4.3.18 Hourly average travel time between Lake house junction and Piliyandala
(7) Hourly average travel time between Lake house junction and Moratuwa (A2 Road)
77
Figure 4.3.19 Hourly average travel time between Lake house junction and Moratuwa (A2 Road)
78
DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA
MINISTRY OF TRANSPORT

DEVELOPMENT PROJECT
FOR
REGION AND SUBURBS
Characteristics of Present Transport Demand
AUGUST 2014
JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)
ORIENTAL CONSULTANTS CO., LTD.

DEVELOPMENT PROJECT
FOR
REGION AND SUBURBS

Characteristics of Present Transport Demand
TABLE OF CONTENTS
CHAPTER 1 Introduction ..................................................................................................................... 1

1.1 Background ................................................................................................................................... 1
1.2 Survey Objectives and Methods ................................................................................................... 3
1.2.1 Home Visit Survey (HVS) .................................................................................................... 3
1.2.2 Cordon Line Survey (CLS) ................................................................................................... 3
1.2.3 Screen Line Survey (SLS)..................................................................................................... 3
1.2.4 Truck OD Interview Survey (TODIS) .................................................................................. 3
1.2.5 Trip Generation Survey (TGS).............................................................................................. 4
1.3 Outline of Home Visit Survey (HVS) ........................................................................................... 4
1.3.1 Survey Coverage and Sample Size ....................................................................................... 4
1.3.2 Sampling Method .................................................................................................................. 4
1.3.3 Survey Method ...................................................................................................................... 5
1.3.4 Survey Form Design ............................................................................................................. 6
1.3.5 HVS Zoning System ............................................................................................................. 6
1.4 Organizational Implementation of HVS ....................................................................................... 9
1.4.1 Organizational Structure ....................................................................................................... 9
1.4.2 Flow of Survey Activities ................................................................................................... 10
1.4.3 Survey Administration and Public Relations ...................................................................... 10
1.4.4 Quality Control Measures ................................................................................................... 10
1.5 Samples Collected by HVS ......................................................................................................... 14
1.6 Premise of the Analysis of HVS Data ......................................................................................... 15
1.6.1 Definition of a Trip ............................................................................................................. 15
1.6.2 Scope of the Analysis .......................................................................................................... 16
1.6.3 Zone System of Analysis..................................................................................................... 16
1.6.4 Transport Mode and Its Integration..................................................................................... 16
CHAPTER 2 HVS Data Processing .................................................................................................... 18

2.1 General ........................................................................................................................................ 18
2.2 Problems Observed after First Data Aggregation ....................................................................... 19
-i-
2.3 Attempts for Verification of the Survey Data ............................................................................. 19
2.3.1 Report from the Field .......................................................................................................... 19
2.3.2 Investigation on Vehicle Ownership ................................................................................... 19
2.3.3 Comparison with Result of Trip Generation Survey ........................................................... 19
2.3.4 Comparison with Screen Line Survey Result ..................................................................... 19
2.4 Result of Correction of Sample Bias........................................................................................... 20
CHAPTER 3 Demographic and Household Features ....................................................................... 21

3.1 Population ................................................................................................................................... 21
3.1.1 Population by Gender and Age Group ................................................................................ 21
3.1.2 Population by Social Status................................................................................................. 22
3.2 Household ................................................................................................................................... 23
3.2.1 Household Income .............................................................................................................. 23
3.2.2 Household Expenditure ....................................................................................................... 23
3.2.3 Transport Expenditure......................................................................................................... 24
3.2.4 Vehicle Ownership .............................................................................................................. 25
CHAPTER 4 Trip Purpose based on HVS ......................................................................................... 27

4.1 Trip Purpose Composition .......................................................................................................... 27
4.2 Home Based Purpose .................................................................................................................. 28
4.3 Trip Purpose by Region .............................................................................................................. 29
4.4 Trip Purpose by Socio-economic Group ..................................................................................... 30
4.4.1 By Gender ........................................................................................................................... 30
4.4.2 By Age Group ..................................................................................................................... 31
4.4.3 By Social Status Group ....................................................................................................... 31
4.4.4 By Income Level ................................................................................................................. 32
4.4.5 By Vehicle Ownership ........................................................................................................ 33
CHAPTER 5 Trip Production based on HVS .................................................................................... 34

5.1 Total Trips Produced ................................................................................................................... 34
5.2 Trip Production Rate ................................................................................................................... 35
5.3 Trip Production Rate by Socio-economic Group ........................................................................ 35
5.3.1 By Gender and Age Group .................................................................................................. 35
5.3.2 By Household Income ......................................................................................................... 36
5.3.3 By Vehicle Ownership ........................................................................................................ 37
5.3.4 By Social Status .................................................................................................................. 37
5.4 Trip Production Rate by Trip Purpose ........................................................................................ 38
5.4.1 By Gender ........................................................................................................................... 39
5.4.2 By Age Group ..................................................................................................................... 39
5.4.3 By Household Income Level............................................................................................... 40
5.4.4 By Social Status .................................................................................................................. 40
CHAPTER 6 Transport Mode based on HVS ................................................................................... 42

6.1 Modal Share ................................................................................................................................ 42
6.1.1 Modal Share in Western Province ....................................................................................... 42
6.1.2 Mode Transfer for Public Transport Users .......................................................................... 43
6.1.3 Access and Egress Mode of Railway .................................................................................. 43
-ii-
6.2 Modal Share by Socio-economic Group ..................................................................................... 44
6.2.1 By Gender ........................................................................................................................... 44
6.2.2 By Age Group ..................................................................................................................... 44
6.2.3 By Social Group .................................................................................................................. 45
6.2.4 By Income ........................................................................................................................... 46
6.3 Modal Share by Trip Purpose...................................................................................................... 46
6.3.1 All Purposes ........................................................................................................................ 46
6.3.2 Commuting to Workplace ................................................................................................... 47
6.3.3 Commuting to Educational Institution ................................................................................ 48
6.4 Modal Share by Region .............................................................................................................. 48
CHAPTER 7 Trips Produced and Attracted based on HVS ............................................................ 50

7.1 Trip Production and Attraction in Western Province .................................................................. 50
7.1.1 Total Trip Attraction ............................................................................................................ 50
7.1.2 By Purpose .......................................................................................................................... 51
7.1.3 Trip Production by Transport Mode .................................................................................... 52
7.2 Trips Attracted to CMC............................................................................................................... 56
7.2.1 Total Trips Attracted............................................................................................................ 56
7.2.2 By Purpose .......................................................................................................................... 58
7.2.3 By Transport Mode ............................................................................................................. 61
7.3 Hourly Fluctuation of Trips Made in Western Province ............................................................. 63
7.3.1 Peak Hours during Weekdays ............................................................................................. 63
7.3.2 Fluctuation by Trip Purpose ................................................................................................ 64
7.3.3 Fluctuation by Transport Mode ........................................................................................... 65
CHAPTER 8 Origin and Destination based on HVS ........................................................................ 66

8.1 OD Flow ..................................................................................................................................... 66
8.1.1 OD Flow of All Trips .......................................................................................................... 66
8.1.2 OD Flow by Purpose ........................................................................................................... 66
8.1.3 OD Flow of Motorised Trips Attracted to CMC ................................................................. 67
8.2 Trip Distance ............................................................................................................................... 74
8.2.1 By Trip Purpose .................................................................................................................. 74
8.2.2 By Transport Mode ............................................................................................................. 74
8.2.3 By Income ........................................................................................................................... 75
CHAPTER 9 Cordon Line Survey ...................................................................................................... 77

9.1 Introduction ................................................................................................................................. 77
9.2 Roadside OD Interview Survey .................................................................................................. 77
9.2.1 Objective ............................................................................................................................. 77
9.2.2 Types of the Surveys ........................................................................................................... 77
9.2.3 Survey Days, Durations and Locations ............................................................................... 77
9.2.4 Preparation of Survey.......................................................................................................... 79
9.2.5 Field Survey ........................................................................................................................ 80
9.2.6 Data Processing ................................................................................................................... 82
9.2.7 Survey Results .................................................................................................................... 82
9.3 Bus Passenger OD Interview Survey .......................................................................................... 84
9.3.1 Objective ............................................................................................................................. 84
9.3.2 Types of Surveys ................................................................................................................. 84
-iii-
9.3.3 Survey Days, Durations and Locations ............................................................................... 84
9.3.5 Field Survey ........................................................................................................................ 87
9.3.6 Data Processing ................................................................................................................... 88
9.3.7 Survey Results .................................................................................................................... 89
9.4 Railway Passenger OD Interview Survey ................................................................................... 90
9.4.1 Objective ............................................................................................................................. 90
9.4.2 Types of the Survey............................................................................................................. 90
9.4.3 Survey Days, Durations and Sections ................................................................................. 90
9.4.5 Field Survey ........................................................................................................................ 92
9.4.6 Data Processing ................................................................................................................... 93
9.4.7 Survey Results .................................................................................................................... 93
9.5 Air Passenger OD Interview Survey ........................................................................................... 94
9.5.1 Objective ............................................................................................................................. 94
9.5.2 Types of Survey .................................................................................................................. 94
9.5.3 Survey Day, Duration and Locations .................................................................................. 94
9.5.5 Field Survey ........................................................................................................................ 95
9.5.6 Survey Results .................................................................................................................... 98
CHAPTER 10 Screen Line Survey ................................................................................................. 101

10.1 Objective ................................................................................................................................... 101
10.2 Types of Survey ........................................................................................................................ 101
10.3 Survey Locations ...................................................................................................................... 101
10.4 Preparation of Survey ............................................................................................................... 104
10.5 Field Survey .............................................................................................................................. 104
10.5.1 Classified Vehicle Count Survey....................................................................................... 104
10.5.2 Bus Passenger Loading Survey ......................................................................................... 105
10.6 Data Processing......................................................................................................................... 106
10.7 Survey Results and Major Findings .......................................................................................... 107
10.7.1 Traffic Growth on CMC boundary.................................................................................... 107
10.7.2 Vehicle Share .................................................................................................................... 108
10.7.3 Traffic Volume .................................................................................................................. 108
10.7.4 Passenger Volume ............................................................................................................. 112
CHAPTER 11 Truck OD Interview Survey ................................................................................... 116

11.1 Objective ................................................................................................................................... 116
11.2 Types of the Survey................................................................................................................... 116
11.3 Survey Locations ...................................................................................................................... 116
11.4 Preparations for the Survey ....................................................................................................... 117
11.5 Field Survey .............................................................................................................................. 118
11.5.1 Traffic Count Survey of Trucks and Freight Vehicles ....................................................... 118
11.5.2 Truck OD Interview Survey with Drivers ......................................................................... 119
11.6 Data Processing......................................................................................................................... 120
11.7 Survey Results and Major Findings .......................................................................................... 121
CHAPTER 12 Trip Generation Survey .......................................................................................... 127
-iv-
12.1 Objective ................................................................................................................................... 127
12.2 Types of Surveys ....................................................................................................................... 127
12.3 Survey Days and Locations ...................................................................................................... 127
12.4 Preparation for the Survey ........................................................................................................ 129
12.5 Field Survey .............................................................................................................................. 130
12.5.1 Facility Inventory Survey.................................................................................................. 130
12.5.2 Interview Survey with Business Establishment ................................................................ 130
12.5.3 Classified Vehicle Count Survey....................................................................................... 130
12.5.4 Person Count Survey......................................................................................................... 131
12.5.5 Interview Survey with Facility Users................................................................................ 131
12.6 Data Processing......................................................................................................................... 133
12.7 Survey Results .......................................................................................................................... 134
CHAPTER 13 Transport Demand along Major Transport Corridors ........................................ 135

13.1 Historical Trend of Number of Passengers Crossing CMC Boundary...................................... 135
13.2 Identification of Seven Radial Transport Corridors .................................................................. 137
13.3 Traffic Volume of Seven Radial Transport Corridors ............................................................... 138
13.3.1 Passenger Volume ............................................................................................................. 138
13.3.2 Vehicular Traffic Volume .................................................................................................. 139
13.4 Traffic Volume on Three Sections............................................................................................. 139
13.4.1 Selection of Locations for Observation ............................................................................ 139
13.4.2 Passenger Volume for Morning Hours of Each Corridor (6 a.m. – 9 a.m.) ....................... 140
13.4.3 Vehicular Traffic Volume .................................................................................................. 141
APPENDIX
Appendix 1: Trip Definition by Examples
-v-
LIST OF FIGURES
Figure 1.1.1 Overall Framework of Transport Surveys in the Process of Master Plan Formulation ......... 2
Figure 1.3.1 Map of HVS Survey Zones ................................................................................................... 8
Figure 1.3.2 HVS Survey Zones inside Kurunduwatta and Thimbirigasyaya GN Divisions .................... 9
Figure 1.3.3 Zone Code System ................................................................................................................. 9
Figure 1.4.1 Survey Organization ............................................................................................................ 10
Figure 1.4.2 Overall Work Flow of the HVS ........................................................................................... 11
Figure 1.4.3 Quality Control Procedure ................................................................................................... 13
Figure 1.5.1 Spatial Distribution of Effective Sample ............................................................................. 14
Figure 1.6.1 Concept of a Trip ................................................................................................................. 15
Figure 1.6.2 Example of One Day’s Movement and Number of Trips .................................................... 15
Figure 2.1.1 Procedure for Validation of HVS Data ................................................................................ 18
Figure 3.1.1 Population Pyramids of Western Province (2001 and 2012) ............................................... 22
Figure 3.1.2 Share of Population by Social Group .................................................................................. 22
Figure 3.2.1 Distribution of Household Monthly Transport Cost by Income Group ............................... 25
Figure 3.2.2 Distribution of Vehicle Owning Households by Income ..................................................... 26
Figure 4.1.1 Trip Purpose Composition in Western Province .................................................................. 27
Figure 4.2.1 Trip Purpose Composition in Western Province (Home-based Purpose) ............................ 29
Figure 4.3.1 Trip Purpose Comparison at Trip Origin ............................................................................. 30
Figure 4.4.1 Trip Purpose Composition by Gender in Western Province ................................................ 30
Figure 4.4.2 Trip Purpose Composition by Age Group in Western Province .......................................... 31
Figure 4.4.3 Trip Purpose Composition by Social Status Group in Western Province ............................ 32
Figure 4.4.4 Trip Purpose Composition by Household Income Level in Western Province ................... 32
Figure 4.4.5 Trip Purpose Composition by Household Vehicle Ownership ............................................ 33
Figure 5.1.1 Movement of Residents in the Study Area .......................................................................... 34
Figure 5.3.1 Out-going Ratio and Trip Rate by Age Group and Gender in Western Province ................ 36
Figure 5.3.2 Out-going Ratio and Trip Rate by Income Group in Western Province .............................. 36
Figure 5.3.3 Out-going Ratio and Trip Rate by Vehicle Ownership in Western Province ....................... 37
Figure 5.3.4 Out-going Ratio and Trip Rate by Social Status Group in Western Province ..................... 38
Figure 5.4.1 Trip Rate by Trip Purpose in Western Province .................................................................. 38
Figure 5.4.2 Trip Rate by Trip Purpose by Gender in Western Province................................................. 39
Figure 5.4.3 Trip Rate by Trip Purpose by Age Group in Western Province ........................................... 40
Figure 5.4.4 Trip Rate by Trip Purpose by Income Level in Western Province ...................................... 40
Figure 5.4.5 Trip Rate by Trip Purpose by Social Status Group in Western Province............................. 41
Figure 6.1.1 Modal Share in Western Province ....................................................................................... 42
Figure 6.1.2 Major Patterns of Mode Transfer for Bus Users and Railway Users................................... 43
Figure 6.1.3 Access and Egress Modal Share for Railway ...................................................................... 44
Figure 6.2.1 Modal Share by Gender in Western Province ...................................................................... 44
Figure 6.2.2 Modal Share by Age Group in Western Province ................................................................ 45
Figure 6.2.3 Modal Share by Social Group in Western Province ............................................................ 45
Figure 6.2.4 Modal Share by Income Level in Western Province ........................................................... 46
Figure 6.3.1 Modal Share by Trip Purpose in Western Province ............................................................. 47
Figure 6.3.2 Modal Share by Income Group for Commuting to Workplace............................................ 47
Figure 6.3.3 Modal Share of Home to Education Trips by Grade for Group C, B, and A ....................... 48
Figure 6.4.1 Modal Share by Region ....................................................................................................... 49
Figure 7.1.1 Trip Attraction Density in Western Province ....................................................................... 50
Figure 7.1.2 Trip Attraction Density of Workers Commuting to Workplace ........................................... 51
Figure 7.1.3 Trip Attraction Density of Commuting to Educational Facility .......................................... 54
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Figure 7.1.4 Trip Production Density by Mode ....................................................................................... 55
Figure 7.2.1 Trip Production Density of Trips Attracted to CMC ........................................................... 57
Figure 7.2.2 Trip Production Density of Workers Commuting to Work in CMC .................................... 58
Figure 7.2.3 Trip Production Density of Students Commuting to Educational Facilities in CMC .......... 60
Figure 7.2.4 Production Density of Trips Attracted to CMC by Transport Mode.................................... 62
Figure 7.3.1 Hourly Fluctuations by Purpose at Trip Destination ........................................................... 63
Figure 7.3.2 Hourly Fluctuations by Mode at Trip Destination ............................................................... 63
Figure 7.3.3 Hourly Fluctuation for Each Trip Purpose .......................................................................... 64
Figure 7.3.4 Hourly Fluctuation for Each Transport Mode ..................................................................... 65
Figure 8.1.1 Desire Line of All Trips in Western Province ...................................................................... 66
Figure 8.1.2 Desire Line of Home-based Work Trips (excluding < 2,000 trips) ..................................... 68
Figure 8.1.3 Desire Line of Home-based Education Trips (excluding < 2,000 trips) .............................. 69
Figure 8.1.4 Desire Line of Home-Based Other Trips (excluding < 2,000 trips) .................................... 70
Figure 8.1.5 Desire Line of Non-Home-Based Trips (excluding < 2,000 trips) ...................................... 71
Figure 8.1.6 Desire Line of Motorised Trips Attracted to Colombo DSD ............................................... 72
Figure 8.1.7 Desire Line of Motorised Trips Attracted to Thimbirigasyaya DSD ................................... 73
Figure 8.2.1 Trip Distribution by Purpose by Travel Distance in Western Province ............................... 74
Figure 8.2.2 Trip Distribution by Transport Mode by Travel Distance in Western Province .................. 75
Figure 8.2.3 Average Trip Distance by Transport Mode .......................................................................... 75
Figure 8.2.4 Trip Distribution by Income Level by Travel Distance in Western Province ...................... 76
Figure 9.2.1 Survey Days, Durations and Locations ............................................................................... 78
Figure 9.2.2 Vehicle Composition............................................................................................................ 83
Figure 9.2.3 Trip Purpose ........................................................................................................................ 84
Figure 9.3.1 Survey Locations ................................................................................................................. 85
Figure 9.4.2 Trip Attraction ..................................................................................................................... 94
Figure 9.5.1 Trip Production .................................................................................................................... 98
Figure 9.5.2 Nationality ........................................................................................................................... 98
Figure 9.5.4 Access Mode ....................................................................................................................... 99
Figure 9.5.5 Number of Persons who came to Airport for seeing off .................................................... 100
Figure 10.3.1 Survey Locations (1) ....................................................................................................... 102
Figure 10.3.2 Survey Locations (2) ....................................................................................................... 103
Figure 10.7.1 Traffic Growth on CMC Boundary 2004 -2013 .............................................................. 108
Figure 10.7.2 Summary of Vehicle Share for All Roads ........................................................................ 108
Figure 11.7.1 Trip Production of Trucks ................................................................................................ 123
Figure 11.7.2 Trip Production of Containers ......................................................................................... 123
Figure 11.7.3 Trip Attraction of Trucks ................................................................................................. 124
Figure 11.7.4 Trip Attraction of Containers ........................................................................................... 124
Figure 11.7.5 Hourly Traffic Fluctuation (EPZs)................................................................................... 125
Figure 11.7.6 Hourly Traffic Fluctuation (Port of Colombo)................................................................. 125
Figure 11.7.7 Hourly Traffic Fluctuation (Container Terminals) ........................................................... 126
Figure 11.7.8 Hourly Traffic Fluctuation (IEs) ...................................................................................... 126
Figure 13.1.1 Passenger Flow at CMC Boundary ................................................................................. 135
Figure 13.2.1 Radial Corridors of CMA ................................................................................................ 137
Figure 13.2.2 Potential Population for each Corridor ............................................................................ 138
Figure 13.3.1 No. of Passengers by Mode (Both Directions, 1,000 per Day) ....................................... 138
Figure 13.3.2 No. of Vehicles by Mode (Both Directions, 1,000 per Day) ........................................... 139
Figure 13.4.1 Selected Locations for SLS ............................................................................................. 140
Figure 13.4.2 Daily Traffic Volume ....................................................................................................... 142
-vii-
Figure 13.4.3 Peak Hour Traffic Volume ............................................................................................... 142
LIST OF TABLES
Table 1.3.1 Estimation of Target Sample Size ........................................................................................... 4

Table 1.3.2 Advantages and Disadvantages of Available Address Lists from Different Institutions ......... 5
Table 1.3.3 Relationship between Administrative Division and Survey Zone System .............................. 7
Table 1.4.1 Problems and Countermeasures ............................................................................................ 12
Table 1.6.1 Zone System for Traffic Analysis within the Study Area ...................................................... 16
Table 1.6.2 Priority of Representative Transport Mode and Integrated Transport Mode ........................ 17
Table 2.4.1 Survey Data before and after Adjustment ............................................................................. 20
Table 3.1.1 Population by Sex and 5-year Age Group of Western Province............................................ 21
Table 3.1.2 Distribution of Population by Social Status .......................................................................... 23
Table 3.2.1 Number of Households by Monthly Income ......................................................................... 24
Table 3.2.2 Number of Households by Monthly Expenditure ................................................................. 24
Table 3.2.3 Average Household Transport Cost and its Ratio to Total Expenditure ................................ 25
Table 4.1.1 Facility Types at Origin and Destination of Private Matter Trips ......................................... 28
Table 4.2.1 Trip by Purpose in Western Province (Home-based Purpose) .............................................. 29
Table 5.1.1 Number of Trips Made .......................................................................................................... 34
Table 5.2.1 Out-going Ratio and Trip Production Rate by Region .......................................................... 35
Table 6.1.1 Modal Share in Western Province ......................................................................................... 42
Table 7.2.1 Trips Attracted to CMC from Outside per Day and per Peak Hour ...................................... 56
Table 9.2.1 Survey Days, Durations and Locations ................................................................................. 79
Table 9.2.2 Classification of Survey Items .............................................................................................. 82
Table 9.2.3 Daily Traffic Volumes on the Western Provincial Boundary ................................................ 83
Table 9.3.1 Survey Days, Durations and Locations ................................................................................. 86
Table 9.3.4 Number of Buses and Passengers on the Western Provincial Boundary ............................... 89
Table 9.4.1 Survey Days, Durations and Sections ................................................................................... 91
Table 9.4.4 Number of Trains and Passengers on the Western Provincial Boundary .............................. 93
Table 9.5.2 Expansion Factor One Way to Both Ways ............................................................................ 97
Table 10.5.1 Classification of Survey Items .......................................................................................... 106
Table 10.6.1 Expansion Factor by Types of Vehicles............................................................................. 107
Table 10.7.1 Traffic Volume (1) ............................................................................................................. 109
Table 10.7.4 Passenger Volume (1) ........................................................................................................ 113
Table 11.3.1 Survey Locations ............................................................................................................... 117
-viii-
Table 11.5.2 Sampling Rate by Survey Location ................................................................................... 120
Table 11.6.1 Expansion Factor by Type of Vehicle ................................................................................ 121
Table 11.7.1 Traffic Volume ................................................................................................................... 122
Table 12.3.1 Survey Locations............................................................................................................... 128
Table 12.5.1 Survey Items ..................................................................................................................... 130
Table 12.5.2 Survey Items ..................................................................................................................... 130
Table 12.5.4 Sampling Rate by Survey Location................................................................................... 133
Table 12.7.1 Average Trips Rates by Number of Registered Employees .............................................. 134
Table 12.7.2 Average Trip Rates by Gross Floor Area .......................................................................... 134
Table 13.1.1 Daily Passengers Crossing the CMC Boundary in Both Directions in 2013 .................... 136
Table 13.4.1 Current Estimated Passenger Volume for each Corridor................................................... 140
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Technical Report 3: Characteristics of Present Transport Demand
CHAPTER 1 Introduction
1.1 Background
The transport demand in Colombo Metropolitan Area has increased remarkably over the past few
years. The speed of vehicle flow has declined resulting in higher vehicle operating cost for
vehicle owners and environmental deterioration to the entire community. These impacts
negatively affect not only the economic development in the Colombo Metropolitan Area, but also
that of the country. The Colombo Metropolitan Area and suburbs therefore require improvement
and development of the transport system to tackle the increasing transport demand. As the
largest metropolitan area in Sri Lanka, the population of Colombo and its suburbs with 5.84
million inhabitants (2012) is expected to increase to 8.4 million by 2030. Further to the traffic
congestion caused by the anticipated increasing demand, less utilisation of high occupancy
vehicles, a lack of facilities for pedestrians and bus passengers, insufficient capacity of public
transport and poor enforcement of traffic rules aggravate the situation.
To cope with the anticipating transport demand and related problems, the Ministry of Transport
with technical support from Japan International Cooperation Agency (JICA) initiated the Urban
Transport System Development Project for Colombo Metropolitan Region and Suburbs
(CoMTrans) to prepare reliable transport data that can be utilised as a basis for evaluating
transport development plans/projects in a scientific manner so that a comprehensive urban
transport master plan can eventually be formulated.
Within the above context, a number of transport surveys were conducted to obtain various data,
which are person trip movements and vehicle movement patterns. The survey results were used
to understand the current traffic situation, to develop models, to analyse overall public transport
performance and individual issues, and to collect detailed data required for future Transport
planning.
1) Home Visit Survey (HVS)

2) Cordon Line Survey (CLS)
3) Screen Line Survey (SLS)
4) Trip Generation Survey (TGS)
5) Truck OD Interview Survey (TODIS)
6) Travel Speed Survey (TSS)
7) Trip Generation Survey (TGS)
8) Stated Preference (SP) Survey
How the results of these transport surveys are utilised in the process of Master Plan formulation in
this study is depicted in Figure 1.1.1.
1
Transport Surveys Input Preparation Forecasting
Person Trip Movement Evaluation of Each
Home Visit Survey Person Trip OD Matrices Demand Forecast for M/P
of Residents Scenario
Person Trip Movement

Cordon Line Survey
of Non-Residents
Master Plan
Traffic Crossing CMC
Screen Line Survey
Boundary

Trip Generation (1) Trip Generation per Unit Area;
Survey (2) NHB Trip
2
Truck OD Interview
Freight Movement Truck OD Matrices
Survey
Directional Traffic
Congested Intersection
Count
Scenario Development
Location of Congestion /
Travel Speed survey
Bottlenecks
No. of Boarding / Alighting

Bus Pax OD Interview F/S
Demand Forecast for Pre-F/S
Pax by Bus Stop
Stated Preference Expected No. of Pax once Priority

Survey Project is Implemented
Figure 1.1.1 Overall Framework of Transport Surveys in the Process of Master Plan Formulation
1.2 Survey Objectives and Methods

Out of the transport surveys conducted under the CoMTrans project, only the result of five
transport surveys are presented in this report in which most parts are covered by the Home Visit
Survey (HVS).
1.2.1 Home Visit Survey (HVS)
In the HVS, CoMTrans Study Team collects the latest travel activity information of the residents
along with the socioeconomic information of the household and individuals by visiting households
in the Study area. This information is mainly used for analysis of the present OD matrices and
for transport model building for the whole study area. The number of trips is analysed by
purpose and by zone. Trip distribution is analysed based on the origin/destination information
obtained by the survey. Modal choice is also analysed based on trip tables by mode. This
survey is the base of the transport demand model building, and the interrelationship between the
HVS and findings from other surveys related to traffic volume are of particular importance within
the framework of the transport demand model.
This was the first time ever that HVS, a large scale and comprehensive transport survey, was
carried out in Sri Lanka.
1.2.2 Cordon Line Survey (CLS)
The HVS collects trip information of the residents in the Western Province. On the other hand,
there are many non-resident trips within the Western Province. The Cordon Line Survey was
conducted to collect non-resident trip information regarding coming into and going out from the
Western Province. The data obtained from the Cordon Line survey is utilised to complement the
OD trip information of the residents, which is being collected through the Home Visit Survey.
To collect the non-resident trip information, the Cordon Line Survey was conducted with
passengers or drivers coming into and going out from the Western Province for 4 modes of
transport, which are Private vehicles, Buses, Railways and Airplanes at several cordon lines. The
data obtained will be utilised as a basic database for developing transport demand forecast models.
1.2.3 Screen Line Survey (SLS)
The main objective of this survey is to verify the present OD matrices which are estimated based
on the results of the Home Visit Survey and Cordon Line Survey. Also by observing the traffic
volume at some of the previous survey locations such as the boundary of the Colombo
Municipality, the annual growth rate can be understood and used to analyse the current traffic
problems in each corridor.
1.2.4 Truck OD Interview Survey (TODIS)
The main objective of the Truck OD Interview Survey is to understand the current freight vehicle
trip information regarding their origin and destination, such as export processing zones (EPZs),
industrial estates (IEs), ports, and container terminals. The data obtained will be used for the
freight transport travel demand forecast.
3
1.2.5 Trip Generation Survey (TGS)
The main objective of this survey is to obtain the trip generation rate per unit area, per employee
and so forth of selected facility types. The trip rates will be used for the travel demand forecast,
especially for Non-Home-Based trips, which were not fully captured in the Home Visit Survey.
1.3 Outline of Home Visit Survey (HVS)

1.3.1 Survey Coverage and Sample Size
The HVS survey covers the entire Western Province, which includes three districts; namely,
Colombo District, Gampaha District, and Kalutara District, having 2,496 GN divisions in total.
Originally, the target sampling ratio was set at 3.0% of the population of the Survey area and the
sample size was estimated to be approximately 44,000 households. This number was calculated
using the population and average household size published respectively in the preliminary report
of the Census of Population and Housing 2012 and the Household Income and Expenditure
Survey 2009.
Table 1.3.1 Estimation of Target Sample Size

Category Colombo Gampaha Kalutara Total
District District District
Population*1 2,309,809 2,294,641 1,217,260 5,821,710
Sampling rate 3% 3% 3% 3%
Average household size*2 4.0 4.0 4.0 4.0
Approx. households to be surveyed 17,500 17,300 9,200 44,000
Source: *1-Census of Population and Housing 2012, Department of Census and Statistics
*2-Household Income and Expenditure Survey 2009, Department of Census and Statistics
1.3.2 Sampling Method
To obtain the representative household sample, sample households were randomly selected from
available lists of addresses in the survey area during which attention was given to ensure fair
spatial distribution of the samples across the survey zone.
Previous experiences indicated that for this kind of comprehensive survey, a number of selected
respondents refused to take part. In this respect, in our sampling work we prepared around 4% in
which the reserved sample for replacement is 1% (or 5 households for every 20 households).
During the survey preparation stage, several lists of address were obtained from different
institutions for selection of sampled households. After evaluation and on-site verification of the
addresses from those sources, it was decided to utilise the “Election Registration List 2011”
provided by the Department of Election.
A summary of advantages and disadvantages of the available sources of the addresses is given in
Table 1.3.2.
4
Table 1.3.2 Advantages and Disadvantages of Available Address Lists from Different
Institutions
Category Advantage Disadvantage Conclusion
Department of - Availability of names - There are cases where - Suitable for the HVS
Elections of household members the name of the former survey.
aged 18 years and older occupants remain on
enables verification the list; i.e. registration
whether the Surveyor is not fully done when
conducts her/his work address changes.
properly;
- Sufficient detail of
address to locate which
GN division the
household belongs;
- Availability of recent
list produced in 2011.
Ceylon Electricity - Availability of name of - Name of customer and - Difficulty in
Board customer and address; house number are not identifying GN
- Information on updated despite data in division poses a big
electricity consumption 2012; problem for sampling
of household, which is - Incomplete address work. Additionally,
correlated with which makes it very incomplete address and
household income, difficult to identify GN not updated name is a
Lanka Electricity big obstacle for finding
enables us to control Division;
Company households to be
distribution of income - Obtained addresses in
from the sample. surveyed.
the list do not cover all
sections of the Survey
area.
Department of Census - Exact name and - Highly confidential; - Due to time constraint,
and Statistics address with location - The address must be it was not possible to
on sketch map is recorded by hand, so it record the address list.
helpful for surveyors to needs a lot of time
find the house; considering the sample
- GN division available. size.
1.3.3 Survey Method
The survey was conducted through the delivery/collection of survey forms method. Surveyors
are required to first find the location of the sampled household and then explain about the survey
objective and how to fill in the forms to the respondents. Surveyors leave the survey forms, and
re-visit the household to collect the completed survey forms after the designated survey date with
prior agreement from respondents.
The surveyors were requested to visit the selected households again for data verification if
necessary.
5
1.3.4 Survey Form Design
(1) Form-1: Household Information (One form for each household)
Information on the socio-economic background of the household including address, level of

income and expenditure, private motor vehicle ownership, duration of stay, and number of
household members. In addition, this form is utilised to inquire about respondents’
opinions/preferences regarding urban transportation in general through the choice method.
(2) Form-2a:Household Member Information (One form for each household member)
The socio-economic background of individual members of the households including cost of

transportation, address of work place/school, types of work place, monthly income, transportation
cost subsidy from the work place and information regarding ordinary commuting trips to work
place/school are collected.
(3) Form-2b: Information regarding Previous Housing Location (Only for those who have
moved during the last five years)
Information about moving and previous housing, reason for moving, preference for moving and
ordinary commuting trips to work place/school before moving are collected.
(4) Form-3: Trip Information (For each household member)
Information about the trips of each member of the household including origin and destination, trip
purpose, mode of transport, transfer point, departure and arrival time are collected.
1.3.5 HVS Zoning System
Table 1.3.3 shows the relationship between administrative divisions and the HVS survey zones.
For coding purposes, the survey zones are prepared for both inside and outside of the Survey area.
Inside the Survey area, the survey zones are exactly the same as GN Divisions. The only
exceptions are made for two GN divisions, i.e. Thimbigirigasyaya GN Division and Kurundawatta
GN Division, since they are comparatively large in size and they are located in Colombo
Municipality Council. As a result, Thimbigirigasyaya GN Division and Kurundawatta GN
Division are further divided into 2 and 4 survey zones respectively (Figure 1.3.2). Outside of the
Survey area, the zones are larger in size which varies according to their distance from the survey
zones.
The Zone Code, assigned for each survey zone, is prepared in 7-digits, starting with a 2-digit
District code, 2-digit DS code, and 3-digit GN code as used by the Department of Census and
Statistics. Results of the surveys are compiled in the database according to this zone code system
and then integrated into GIS for subsequent analysis. The typical zone code numbering system is
shown in Figure 1.3.3.
6
Table 1.3.3 Relationship between Administrative Division and Survey Zone System
Name of Name of No. of No. of No. of Survey Zone Level
Province District DS GN Survey
Divisions Divisions Zones
Study Western Colombo 13 557 561 GN Division
Area
Gampaha 13 1177 1177 GN Division
Kalutara 14 762 762 GN Division
Outside North Kurunegala 30 - 30 DS Division
Study Western
Puttalam 16 - 16 DS Division
Area
Central Kandy 20 - 1 District
Matale 11 - 1 District
Nuwara Eliya 5 - 1 District
Sabaragamu Kegalle 11 - 11 DS Division
va
Ratnapura 17 - 17 DS Division
Southern Galle 18 - 18 DS Division
Hambantota 11 - 1 District
Matara 16 - 1 District
Northern Jaffna 14 1 District
Mannar 5 - 1 District
Vavuniya 4 - 1 District
Mullaitivu 5 - 1 District
Kilinochchi 4 - 1 District
North Anuradhapura 22 - 1 District
Central
Polonnaruwa 7 - 1 District
Eastern Batticaloa 12 - 1 District
Ampara 19 - 1 District
Tricomalee 11 - 1 District
Uva Badulla 15 - 1 District
Moneragala 11 - 1 District
Airports 3 Special zones
Port 1 Special zones
Total No. of Survey Zones 2613
Source: Census Codes of Administrative Divisions Sri Lanka 2001, Department of Census and Statistics
7
Figure 1.3.1 Map of HVS Survey Zones
8
Kurundawatta
2
1
4
3
2
1
Thimbigirigasyaya
1 Km
Figure 1.3.2 HVS Survey Zones inside Kurunduwatta and Thimbirigasyaya GN Divisions
Zone Code (7-Digit): 1 2 3 4 5 6 7
District Code
DS Division Code
GN Division Code
Figure 1.3.3 Zone Code System
1.4 Organizational Implementation of HVS

1.4.1 Organizational Structure
The survey organization is presented in Figure 1.4.1. The survey team is headed by the Chief
Supervisor who is responsible for the whole implementation of the survey. The actual interviews
with the households have been conducted by surveyors recruited by the local consultant. All
survey management and control activities were done at the CoMTrans project provided by the
Study team.
9
Figure 1.4.1 Survey Organization
1.4.2 Flow of Survey Activities
The overall procedure which includes all major activities of the survey is presented in Figure
1.4.2.
1.4.3 Survey Administration and Public Relations
The following table shows some problems that occurred during the survey implementation and the
corresponding countermeasures / actions undertaken by the Study team are presented in Table
1.4.1
1.4.4 Quality Control Measures
To maximise the accuracy of information recorded in the forms, quality control measures have
been put into practice as shown in Figure 1.4.3.
Before the commencement of the survey implementation, a Surveyors’ Manual, Supervisor

Manual, and Data Processing Manual were carefully prepared as guidance for the survey
personnel. Training of the survey personnel was conducted under observation of the Study team
to ensure that the instructions were correctly delivered to the survey personnel in accordance with
the manuals. Once the survey was implemented, the collected survey forms have been brought
to head office so that a supervisor can check for correctness, completeness and consistency before
proceeding. This manual checking is being done in three steps: Initial Check supervisor, Quality
Control supervisor, and Editing staff. These works are closely supervised and monitored by the
Study team. After manually checking, the information from the survey forms was input into a
database system, and at this stage again, the checking is done by computer program. To
minimise typing mistakes done by Data Entry operators, data input is done twice by different
10
operators and then matching of the two data sets was conducted. After the matching, logical
check by computer program is started. Because correcting logical errors is a critical work, the
Study team carefully supervises the work.
Understanding that constant supervision and monitoring by the Study Team is crucial for the data
quality, arrangements were made to provide the same office space for both the Study team and the
local consultant.
Call back
Respondent
Interview by Phone/ Visit the Household if suspicious
Call back
or Re-visit
Check
Initial Check
Surveyor Supervisor
Check
Quality Check
Supervisor
Check
Editor
Random Inspection
by JICA Study Team
Coding Staff
Data Entry
(1 st & 2 nd time)
No
Matched?
Yes
Check
Logical Error Check by
Computer Program
Yes
Error?
No
HVS Database
Figure 1.4.2 Overall Work Flow of the HVS
11
Table 1.4.1 Problems and Countermeasures
Problem Countermeasure / Solution
Some respondents have rejected filling in the Public announcement through workshops, awareness
form. programs, and mass media including TV, radio,
newspaper advertisement, posters, and press releases
by JICA were utilised.
Muslim community in Colombo and Kalutara The Ministry of Transport, Department of Muslim
districts, particularly in the DS Divisions Religious and Cultural Affairs has agreed to request for
listed below have collectively refused to coordination from Religious or Community leaders of
participate in the survey due to various the area concerned in order to disseminate this
reasons. information to the citizens after praying time on Friday
Kalutara District: and ask for their participation.
Beruwela, Panadura, Kalutara, and
Bandaragama.
Colombo District:
Colombo, Thimbirigasyaya, and Dehiwela.
There was a strike held by teachers on 4th To collect trip information under the ordinary degree of
December, 2012 and there was a reduction in traffic congestion, distribution of forms has been
the number of students attending Colombo suspended during the strike.
schools during the week before school
holidays.
It has been found that some surveyors cheated By inspection/verification of the survey results on site
and filled the forms in by themselves without by the Study team, disqualified surveyors were
visiting the household to be surveyed. removed and the collected forms were dropped.
Some surveyors were observed as impolite The Study team has directly made phone calls to the
and showed a lack of adequate explanation for surveyors one by one in order to remind them to
the survey objective. maintain the survey quality and check the level of
understanding.
12
Preparation and Training before Conducting the Survey

Preparing manuals: Training of survey personnel:
• Surveyors and supervisors • How to do the HVS survey
• Data processing staffs • How to use survey materials
• How to answers to queries
• How to fill the forms
Manual Check during and after Submission of Survey Forms
Supporting & monitoring of Check by Initial Check supervisor in

supervisors’ performance: front of surveyor:
• On-time instruction if mistake • Ask surveyor for clarification
is made by supervisor • Phone call to respondent for
• Evaluating the performance of confirmation of the details,
new supervisors especially when they did not make
trip and reason is not proper
Inspection: Check by Quality Control supervisor:

• Randomly check the forms • Ensure Initial Check supervisors
submitted to office; if the make minimum mistake
content is suspicious,
inspection is carried out Check by Editing staff:
• Type of inspection: (i) Phone; • Check the logical consistencies in
and (ii) Visit the respondents the forms & confirm before editing
Check by Computer Program

Providing Support on the Two Times Data Input & Matching:
Development of Data Input • To minimize typing mistake of Data
System Entry operators
Logical error check by computer

Supervising the Correction of program:
Logical Error • Clean up logical inconsistency in the
• Rule for error correction forms filled by respondent
• Exceptional cases • Inquiry to surveyor or respondent for
clarification when necessary
Tasks carried out by the Study team

Tasks responsible by local consultant
Figure 1.4.3 Quality Control Procedure
13
1.5 Samples Collected by HVS

HVS activities were originally scheduled for about five months from November 2012 to April
2013. However, the survey had experienced substantial delay before it ended in August 2013.
The actual achievement after data processing and error checking was eventually 35,850
households or 81.5% of the target sample size. Figure 1.5.1 shows the spatial distribution of the
effective sample.
Legend
Sample size (% to Pop)
0.7% - 1.0%
1.0% - 2.0%
2.0% - 3.0%
3.0% - 5.0%
> 5.0%
0 4.5 9 18 Kilometers
Figure 1.5.1 Spatial Distribution of Effective Sample
14
1.6 Premise of the Analysis of HVS Data

1.6.1 Definition of a Trip
A trip is defined as “the movement of a person from an origin to a destination with a purpose”.
The concept of a trip is presented below.
One (1) Trip

１トリップ
（
Destination
到
Origin出乗着目
発降
地車車地的
地
（
ババ乗降
Busスstop Bus stopス Railway
車 Station Railway
車 Station
停停駅駅
Figure 1.6.1 Concept of a Trip
The following is an example of a one-day movement of Mr. A in which five trips are produced.
Further explanations with illustrated examples are given in Appendix 1.
1st Trip; In the morning, Mr. A went to his office (his work place) from his home.
2nd Trip; In the afternoon, he visited a company for a business meeting at the other office
building.
3rd Trip; After the meeting, he went back to his office (his work place).
4th Trip; In the early evening, he left his work place for shopping at a supermarket.
5th Trip; After the shopping, he went home.
2nd Trip;
1st Trip; To meeting
To work place
Home Work Place

3rd Trip;
Back to work
place
5th Trip;
To go home Office Building
4th Trip;
To shopping
Super Market
Figure 1.6.2 Example of One Day’s Movement and Number of Trips
15
1.6.2 Scope of the Analysis
Trips made inside the study area are classified into those of residents and non-residents. The
HVS covers residents of the study area; hence, the analysis is made only for residents of the study
area whose comprehensive trip information is available.
For non-residents, however, their trip information is limited only to those obtained from the
Cordon Line Survey. Note, however, that trip information of the non-residents was reflected in
the OD tables for transport modelling.
Also focus was given to the fact that HVS was conducted to include household members aged 5
years old and above.
1.6.3 Zone System of Analysis
The zone system for the analysis is classified as follows.
Table 1.6.1 Zone System for Traffic Analysis within the Study Area
Classification No. of Zones Purpose
Macro zone block 19 For analysing traffic characteristics and movement in a

macro block (block matrix) and illustrating the analysis
result
Large zone 40 For analysing traffic characteristics at a large zone level and
illustrating the analysis result
Medium zone 119 For analysing traffic characteristics at a medium zone level
and illustrating the analysis result
Small zone 462 For developing transport models and conducting traffic
(or Traffic Analysis Zone1) assignment
1.6.4 Transport Mode and Its Integration
There are two ways to define a trip by their classification: linked trip and unlinked trip. The
former is an entire movement of a person from an origin to a destination with a single purpose,
while the latter is a part of the former segregated by transport mode. In other words, a linked trip
is a chain of unlinked trips by different individual transport modes.
In the analysis hereafter, the term “trip”, unless otherwise specified, only refers to a “linked trip”.
1
Traffic Analysis Zone (TAZ): a unit of geography which varies in size and is commonly used in conventional transport
planning models. In this study, Western Province is divided into 462TAZs, in which 59 TAZs are in CMC and 403TAZs are in the
rest of the province. In CMC, one TAZ is constructed by one GN division, except for Kurundawatta and Thimbirigasyaya GN
divisions where sub-dividing into 4 and 2 TAZs respectively were necessary due to their large sizes. Outside of CMC, one TAZ is
constructed by one or more GN divisions based on the demographical characteristics and potential of the area in the planning.
16
Hence, to determine a transport mode used by an individual for his/her trip, a representative
transport mode is assumed. In this respect, it is necessary to determine the priority among
various transport modes used within one trip. In this study, the priority was defined based on the
following considerations:
Public mode has a higher priority than private mode; and
Line-haul mode has a higher priority than feeder mode.
Table 1.6.2 Priority of Representative Transport Mode and Integrated Transport Mode
Mode Integrated Transport Mode

No. Transport Mode
Priority 7 Modes 3 Modes
1 Walking only 18 7 NMT 3 NMT
2 Walking to/from bus stop/railway station 17 7 NMT 3 NMT
3 Bicycle 15 7 NMT 3 NMT
4 Motorcycle 14 2 Motorcycle 1 Private Transport
5 Three Wheeler (Private use) 13 3 Three Wheeler 1 Private Transport
6 Car/Jeep/Van 11 1 Car 1 Private Transport
7 Pick Up 12 1 Car 1 Private Transport
8 Three Wheeler (Hired) 10 3 Three Wheeler 1 Private Transport
9 Taxi (Car/Van) 8 4 Taxi 1 Private Transport
10 Taxi (Nano) 9 4 Taxi 1 Private Transport
11 Employee Transport 7 5 Bus 2 Public Transport
12 Staff Service 5 5 Bus 2 Public Transport
13 School Bus/Van 6 5 Bus 2 Public Transport
14 Non A/C Bus (Private) 4 5 Bus 2 Public Transport
15 Non A/C Bus (SLTB) 3 5 Bus 2 Public Transport
16 A/C Bus 2 5 Bus 2 Public Transport
17 Railway 1 6 Railway 2 Public Transport
18 Others 16 5 NMT 2 NMT
Note: NMT = Non-motorised transport
17
CHAPTER 2 HVS Data Processing
2.1 General
Home Visit Survey data is an important basis for transport model development. Therefore, it is
necessary to conduct data validation to ensure that the data is proper for the modelling. The
procedure taken in this study is presented below.
Input Process/Analysis Output

Home Visit
Survey
GN
Checking of Sample Size
Boundary
Initial TAZ =
462
Estimation of Expansion Expanded Data

Census 2012
Factor (TAZ = 462)
Vehicle Verification &

Registration Adjustment of the Survey
Data: OD Matrices – Base
Year
Trip (1) No. of vehicle
Generation (2) Trip by Purpose
Survey
Inventory
Survey (Road,
Rail, Bus)
Transport
Traffic Assignment Assigned Traffic
Network
Screen Line Validation by comparing

Survey Assigned Traffic with SLS:
(1) At CMC boundary
(2) At district boundaries
(3) Along major corridor
No
Note: OK?
Data Prepared by JICA Study team
Yes
Secondary Data
Transport Model
Development
Figure 2.1.1 Procedure for Validation of HVS Data
18
2.2 Problems Observed after First Data Aggregation

There was a sample bias of household by income level as the data was over-represented by the
households with monthly income below Rs. 40,000, the group C given on the survey form.
Because household income strongly influences the trip making patterns (e.g. trip frequency, trip
purpose, transport mode, etc.), the total number of trips could be under estimated unless correct
data adjustment is made.
In addition, it was observed that trips which are made on a regular basis such as commuting trips
were well recorded on the survey forms; however, other trip purposes which maybe thought as
less important by certain respondents were not fully captured.
2.3 Attempts for Verification of the Survey Data

2.3.1 Report from the Field
Household lists given to the surveyors were prepared using random sampling techniques based on
the election registration data. Nevertheless, surveyors encountered refusal from some
households. The majority of these households belong to the group A (monthly income: Rs
80,000 and more). The main reasons for rejection were that they could not find time to fill in the
comprehensive survey forms or they do not want to reveal the information pertaining to their
personal households and trips.
2.3.2 Investigation on Vehicle Ownership
The total number of vehicles in Western Province was estimated using HVS data and compared
with the statistics of registered vehicle. It shows that the estimated number of private cars and
motorcycles respectively represents 53% and 77% of the registered vehicles. This indicates that
the share of Group C households is too high.
To solve this problem, the statistics of registered vehicles were used to correct the sample bias in
which the proportion of income was adjusted without changing the total number of households.
2.3.3 Comparison with Result of Trip Generation Survey
After the adjustment of the share of household income, the trip by purpose was estimated and
compared with the result of the trip generation survey. The comparison shows a notable
difference for non-commuting trips; therefore, the correction was made by using data from the trip
generation survey. Initial OD matrices were prepared at this stage.
2.3.4 Comparison with Screen Line Survey Result
The initial OD matrices were used to conduct traffic assignment. The assigned traffic at certain
observation points along the CMC boundary was compared with the screen line survey results.
The assigned traffic volume and real traffic count should be close enough otherwise the
adjustment from the earlier steps were repeated.
19
2.4 Result of Correction of Sample Bias

The estimated number of households, population, and trips before and after adjustment are shown
in Table 2.4.1.
Table 2.4.1 Survey Data before and after Adjustment

Items Before Adjustment After Adjustment
Group Group Group Group Group Group
C B A C B A
No. of Households (‘000) 1,111 270 74 1,017 323 116
Population (5 yrs. old and above) (‘000) 3,903 1,130 308 3,571 1,350 481
No. of Trips (‘000) 5,822 2,420 1,006 6,160 2,697 1,233
20
CHAPTER 3 Demographic and Household Features
3.1 Population
3.1.1 Population by Gender and Age Group
Population 2012 was estimated based on the Population Census 2001, Statistics on Vital Events
2000-2010 and the registered number of Live Births and Deaths of Usual Residents by district
from 2000 to 2007.
The 5-year age group populations in 2001 and 2012 are shown in Table 3.1.1, and Population
Pyramids in 2001 and 2012 are shown in Figure 3.1.1.
Table 3.1.1 Population by Sex and 5-year Age Group of Western Province
Population 2001 Census 2012 Estimation
Age Group Male Female Total Male Female Total
Less than 4 214,669 205,959 420,628 246,027 235,435 481,462
5-9 206,153 197,097 403,250 231,906 223,027 454,933
10-14 203,570 192,537 396,107 214,386 205,915 420,301
15-19 249,063 240,969 490,032 198,305 198,601 396,906
20-24 296,307 284,486 580,793 191,065 189,242 380,307
25-29 243,825 238,584 482,409 227,127 231,172 458,299
30-34 222,523 218,354 440,877 273,075 277,091 550,166
35-39 204,606 205,221 409,827 232,004 240,385 472,389
40-44 185,462 187,408 372,870 207,224 216,659 423,883
45-49 160,929 164,649 325,578 182,153 197,099 379,252
50-54 148,519 152,883 301,402 162,076 180,019 342,095
55-59 108,798 117,788 226,586 136,980 156,143 293,123
60-64 79,783 86,971 166,754 122,136 136,028 258,164
65-69 60,545 72,803 133,348 87,405 104,846 192,251
70-74 46,404 57,317 103,721 58,267 73,137 131,404
75-79 29,825 38,399 68,224 37,915 54,723 92,638
80-84 16,330 21,053 37,383 23,522 37,617 61,139
85 and over 9,085 12,323 21,408 11,675 21,328 33,003
Total 2,686,396 2,694,801 5,381,197 2,843,248 2,978,467 5,821,715
Note: Populations by age group in 2012 are estimated by CoMTrans Study Team
Source: Census of Population and Housing 2001 and 2012, Department of Census and Statistics
21
2001 Populaion Pyramid 2012 Populaion Pyramid

85+ 85+
80-84 80-84
75-79 75-79
70-74 70-74
65-69 65-69
60-64 60-64
55-59 55-59
50-54 50-54
45-49 45-49
40-44 40-44
35-39 35-39
30-34 30-34
25-29 25-29
20-24 20-24
15-19 15-19
10-14 10-14
5-9 5-9
-4 -4
300 250 200 150 100 50 0 0 50 100 150 200 250 300 300 250 200 150 100 50 0 0 50 100 150 200 250 300
(,000) (,000)
Note: Populations by age group in 2012 are estimated by CoMTrans Study Team
Source: Census of Population and Housing 2001 and 2012, Department of Census and Statistics
Figure 3.1.1 Population Pyramids of Western Province (2001 and 2012)
3.1.2 Population by Social Status
Table 3.1.2 and Figure 3.1.2 show the population by social status group. The majority of males
are workers while the majority of females are housewives. Share of male and female students
are about the same.
Worker Student Unpaid family worker

Housewife Retired Unemployed
Other
Female
Male
0% 20% 40% 60% 80% 100%

Share
Figure 3.1.2 Share of Population by Social Group
22
Table 3.1.2 Distribution of Population by Social Status

Population
No. Social Status Social Group Share
(5yr and above)
1 Working (Full Time) Worker 1,513 28.0%
2 Working (Part Time) 463 8.6%
3 Kindergarten Student 18 0.3%
4 Student (grade 1-5) 447 8.3%
5 Student (grade 6-8) 294 5.4%
6 Student (grade 9-10) 180 3.3%
7 Student (O/L) 128 2.4%
8 Student (A/L) 151 2.8%
9 Student (Graduate) 46 0.9%
10 Student (P. Grad.) 1 0.0%
11 Student (PhD) 0 0.0%
12 Other Students 30 0.6%
13 Unpaid family worker Unpaid family worker 122 2.3%
14 Housewife Housewife 1,224 22.7%
15 Retired Retired 376 7.0%
16 Unemployed Unemployed 336 6.2%
17 Other Other 74 1.4%
Total 5,402 100%
3.2 Household
3.2.1 Household Income
Table 3.2.1 shows the estimated number of households by monthly income. Almost 70% of the
households earn less than Rs. 40,000 per month and 22% belong to Rs. 40,000 – 79,999. Less
than 10% of the households in Western province earn Rs. 80,000 or more.
3.2.2 Household Expenditure
Table 3.2.2 shows the estimated number of households in the Western province by monthly
expenditure. Around 82% of the households spend less than Rs. 40,000 per month.
23
Table 3.2.1 Number of Households by Monthly Income

No. Monthly Household Income Households Share
(‘000)
1 < Rs.40,000 1017 69.8%

2 Rs.40,000 - Rs.79,999 323 22.2%
3 Rs.80,000 - Rs.119,999 73 5.0%
4 Rs.120,000 - Rs.159,999 21 1.4%
5 Rs.160,000 - Rs.199,999 8 0.6%
6 Rs.200,000 - Rs.299,999 7 0.5%
7 Rs.300,000 - Rs.399,999 3 0.2%
8 Rs.400,000 - 1 0.1%
9 Unknown 3 0.2%
Total 1,456 100.0%
Table 3.2.2 Number of Households by Monthly Expenditure

No. Monthly Household Income Households Share
(‘000)
1 < Rs.40,000 1192 81.9%

2 Rs.40,000 - Rs.79,999 207 14.3%
3 Rs.80,000 - Rs.119,999 36 2.5%
4 Rs.120,000 - Rs.159,999 8 0.6%
5 Rs.160,000 - Rs.199,999 5 0.3%
6 Rs.200,000 - Rs.299,999 3 0.2%
7 Rs.300,000 - Rs.399,999 1 0.1%
8 Rs.400,000 - 0 0.0%
9 Unknown 3 0.2%
Total 1,456 100.0%
3.2.3 Transport Expenditure
Figure 3.2.1 depicts the composition of monthly household transport expenditure by income
group. As expected, the general trend is that Group C households spend less and Group A
households spend more on monthly transport. As much as 69% of Group C households (i.e.
households with income less than Rs. 40,000) spend no more than Rs. 4,000 on transport, while
24
only 33% and 13% of Group B (Rs. 40,000 – Rs. 79,999) and Group A households (Rs. 80,000
and above), spend Rs 4,000 or less on transport. It is interesting to note that for the Group B,
27% of the households spend more than Rs. 8,000 which is more than 10% of their household
income. For the Group A, almost 50% spend over Rs. 10,000 for transport.
< Rs.2,000 Rs.2,001-4,000 Rs.4,001-6,000

Rs.6,001-8,000 Rs.8,001-10,000 > Rs.10,000
Group
HighA 4% 9% 14% 9% 14% 49%
Income Level
Group
Middle B 12% 22% 23% 16% 12% 15%
Group
Low C 38% 31% 18% 7% 3% 2%
0% 20% 40% 60% 80% 100%
Figure 3.2.1 Distribution of Household Monthly Transport Cost by Income Group
The average monthly transport cost of Group C, Group B and Group A are Rs. 3,584, Rs. 6,998
and Rs. 14,929 respectively. The transport cost of the Group B households is almost double that
of the Group C ones; transport cost of the Group A households is as high as 4 times that of the
Group C. On average, 14%, 16%, and 17% of the total household expenditure of group C, group
B, and group A, respectively, are spent on the transport cost.
Table 3.2.3 Average Household Transport Cost and its Ratio to Total Expenditure
Average Household Average Household Ratio of Transport
Household Income
Monthly Expenditures Monthly Transport Cost to Total
Group
(Rs./month) Cost (Rs./month) Expenditures
Group C 26,307 3,584 14%
Group B 43,303 6,998 16%
Group A 88,432 14,929 17%
3.2.4 Vehicle Ownership
In subsequent analysis, household income is classified into 3 major groups: Group C, Group B,
and Group A.
In general, vehicle ownership of the household is closely correlated with household income. It is
25
observed that the percentage of car-owning households increases proportionately with income.
In contrast, the percentage of motorcycle-owning households shows a gradual decrease when
income is Rs. 80,000 and beyond.
Based on this analysis, the three income groups are classified which will be used throughout the
remaining chapters of this report:
Group C: Less than Rs. 40,000 per month;
Group B: Rs. 40,000 – Rs. 79,000 per month;
Group A: Rs. 80,000 per month or more.
Vehicle Owning Household by Income

100%
96%
89% 90%
Share of Vehicle Owning Households
86%
80%
76%
60% 61% Car Owning Household
MC Owning Household
40%
37%
28% 29%
25%
20%
16% 17%
13% 12%
9%
5%
0%
Figure 3.2.2 Distribution of Vehicle Owning Households by Income
26
CHAPTER 4 Trip Purpose based on HVS
4.1 Trip Purpose Composition

It is estimated that around 10 million trips are made by residents in Western Province. Trip
purpose composition is shown in Figure 4.1.1.
Aside from “To home” trips, the “To work”, “Private matters” and “Education” trips are the major
purposes and the share of these trips are 19%, 19% and 13% respectively. Compared to the
major trip purposes, “Business, “Shopping” and “Other” trips respectively present only 4%, 3%
and 3%.
It should be noted that the share of the trips made for the purpose of “Private matters” is as high as
“To work” trips. Table 4.1.1 provides the detail about from and to where private matter trips are
made by showing the facility types at origin and at destination. This basic analysis shows that
the majority of the private matter trips are made for sending children to school since 52% of the
trips start from homes and 47% end at educational facilities.
Other, 3%
To work, 19%
To home, 39%
Education, 13%
Shopping, 3%
Business, 4%
Private matters,
19%
Figure 4.1.1 Trip Purpose Composition in Western Province
27
Table 4.1.1 Facility Types at Origin and Destination of Private Matter Trips
No. Facility Type Trip (‘000) Share
Origin Destination Origin Destination
1 Residence, dormitory 983 139 52% 7%
2 Government, public office 80 114 4% 6%
3 Business office, private company 134 106 7% 6%
4 Educational facility 385 899 20% 47%
5 Religious facility 16 70 1% 4%
6 Medical facility 41 154 2% 8%
7 Accommodation, entertainment facility 47 18 0% 1%
8 Restaurant 5 16 0% 1%
9 Retail, Traditional market 23 67 1% 4%
10 Supermarket 13 22 1% 1%
11 Shopping mall, shopping plaza 21 33 1% 2%
12 Grocery market 12 30 1% 2%
13 Factory 23 11 1% 1%
14 Warehouse, storage facility 3 3 0% 0%
15 Transport, communication facility 104 69 5% 4%
16 Supply, disposal facility 3 7 0% 0%
17 Recreational, sport facility 5 16 0% 1%
18 Park, natural environmental area, etc. 2 5 0% 0%
19 Agricultural, forestry and fishery areas 4 5 0% 0%
20 Construction site 20 14 1% 1%
21 Other 20 103 1% 5%
22 Unknown 3 3 0% 0%
TOTAL 1,904 1,904 100% 100%
4.2 Home Based Purpose

To make it suitable for subsequent analyses and the approach used in the demand forecasting, the
“original” trip presented for the above purposes were rearranged respectively into seven and four
so-called home-based purposes depending on the type of origin and destination of trips.
Hereafter, analyses by purpose will be done by using these home-based purposes except for
certain cases in which the “original”.
28
Table 4.2.1 Trip by Purpose in Western Province (Home-based Purpose)

7 Home-based 4 Home-based No. of Trips
No. Share
Purpose Purpose (‘000)
1 Home to Work 1,350 13%
Home-based Work
2 Work to Home 1,344 13%
3 Home to Education Home-based 1,174 12%
4 Education to Home Education 1,151 11%
5 Home to Other 1,458 15%
Home-based Other
6 Other to Home 1,415 14%
7 Non-Home-Based Non-Home-Based 2,154 21%
Total 10,045 100%
Home to Work,
Non-Home- 13%
Based, 21%
Work to Home,
13%
Other to Home,
14%
Home to
Education, 12%
Home to Other, Education to

15% Home, 11%
Figure 4.2.1 Trip Purpose Composition in Western Province (Home-based Purpose)
4.3 Trip Purpose by Region

Figure 4.3.1 presents tip purpose comparison between CMC, CMA, and the suburban area at trip
origin.
In CMC, the majority of trips made are for the purposes of non-home-based, work to home,
education to home, and other to home implying that most work places, education institutions, and
other facilities that are concentrated in CMC attract many residents from outside of the city. At
the CMA level, however, there is almost a balance between home to work and work to home,
home to education and education to home, and home to other and other to home. This means
29
that residents of CMA commute to their work place or educational institution or travel to other
facilities located within CMA.
100%
17%
24%
80%
33%
16% Non-Home-Based
13%
Other to Home
60% 11% 18%
13% Home to Other
Share
6%
Education to Home
13% 11% 12%
40%
Home to Education
6% 11% 13% Work to Home
20% 22% 15% 11% Home to Work
13% 14%
8%
0%
CMC CMA Suburban Area
Figure 4.3.1 Trip Purpose Comparison at Trip Origin
4.4 Trip Purpose by Socio-economic Group

4.4.1 By Gender
Males make more home-based work and non-home-based trips than females do. However, the
portion of trip for home-based education and home-based other purposes are high for females.
100%
16%
25%
80%
17%
Non-Home-Based
12%
Other to Home
60% 17%
13% Home to Other
Share
Education to Home
10% 14%
40% Home to Education
10%
14% Work to Home
15% Home to Work
20%
11%
15% 11%
0%
Male Female
Figure 4.4.1 Trip Purpose Composition by Gender in Western Province
30
4.4.2 By Age Group
For age groups below 20 years old, trips are dominated by home-based education (home to
education and education to home) purpose. Except for the age between 20 and 30 years old,
home-based work (home to work and work to home) trips from the age of 30 to 60 years old show
no significant difference, but this trip purpose drops drastically after 60 years old as the retired
population dominate the group. Home-based other trips grow as the age increases.
100%
80%
Non-Home-Based
60% Other to Home
Share
Home to Other
40% Education to Home

Home to Education
20% Work to Home

Home to Work
0%
Figure 4.4.2 Trip Purpose Composition by Age Group in Western Province
4.4.3 By Social Status Group
The shares of home to work and work to home trips for workers and home to education and
education to home trips for students are dominant.
Trips made by housewives, retired, unemployed, other, and unpaid family worker groups are
mainly dominated by home to other and other to home purposes.
31
100%
14% 16% 18% 15% 12%
27% 22%
80%
11% 43%
42% 40% 42% Non-Home-Based
60% 39% 39%
11%
Share
Other to Home
40% 25% Home to Other

Education to Home
20% 40% 42% 41% 43% 40% 44%
Home to Education
25%
Work to Home
0%
Home to Work
Figure 4.4.3 Trip Purpose Composition by Social Status Group in Western Province
4.4.4 By Income Level
Out of 10 million trips made every day by residents of Western Province, the trips belonging to
Group C, Group B, and Group A residents are 61%, 27%, and 12% respectively.
Figure 4.4.4 depicts that the share of non-home-based trips increases proportionately with the
household income level.
100%
17%
23%
80% 38%
16% Non-Home-Based
12%
Other to Home
60% 16% 13% 10% Home to Other
Share
13% 11% 10% Education to Home

40%
11% 8% Home to Education
13% 8% Work to Home
20% 15% Home to Work
13% 13%
13% 15% 13%

0%
Group
Low C Group
MiddleB Group
High A
Figure 4.4.4 Trip Purpose Composition by Household Income Level in Western Province
32
4.4.5 By Vehicle Ownership
Among all trip purposes, non-home-based trips noticeably increase with the number of vehicles
owned by the household. This trend is moderate among motorcycle owning households, and it
becomes considerable among car owning households.
As for the three-wheeler owing households, the sample of households having 2 or more
three-wheelers is very small. Nevertheless, there is an increase of non-home-based trips
comparing households without three-wheelers to those having one three-wheeler.
100%
(Total = 10 mill. trips)
3% 0% 20% 24% 25%
100% 4%
80%
15%
18% 14%
31% 14% 14% Non-Home-Based
80%
60% 15% Other to Home
Share
14% 14%
Home to Other
60% 12% 7%
2 or More 40% 10%
Share
Education to Home
7%
1 12% 11% Home to Education
40% 85% 79% 16%
67% 0 20% 13% 13% Work to Home
16% Home to Work

20% 13% 13%
0%
0 1 2 or More
0%
No. of Motorcycle per Household
Motorcycle Three Wheeler Car
(a) Share of Trips by Household Vehicle Ownership (b) Trip Purpose Composition by Motorcycle Ownership
100% 100%
20% 18% 18%

29% 33%
80% 80%
15% 45%
14% 17%
Non-Home-Based Non-Home-Based
14%
60% 15% Other to Home 60% 15% 12% Other to Home
16%
Share
Share
14% Home to Other 12% 10% Home to Other

12% 7% 12%
40% 7% Education to Home 40% 9% 11% Education to Home
10%
12% 12% 7%
10% Home to Education 10% Home to Education
17% 7%
20% 14% Work to Home 20% 14% 12% Work to Home
11% 11%
18% Home to Work Home to Work
14% 11% 14% 12% 10%
0% 0%
0 1 2 or More 0 1 2 or More
No. of Three Wheeler per Household No. of Car per Household
(b) Trip Purpose Composition by Three Wheeler Ownership (b) Trip Purpose Composition by Car Ownership
Figure 4.4.5 Trip Purpose Composition by Household Vehicle Ownership
33
CHAPTER 5 Trip Production based on HVS
5.1 Total Trips Produced

It is estimated that around 10 million trips are made every day by residents from the 1.46 million
households of the study area. About 1.8 million trips are produced with an origin in CMC
among which about 1.1 million trips are intra-city trips. Over 1.4 million trips are made between
CMC and the rest of Western Province; the majority are trips between CMC and the rest of
Colombo District.
Table 5.1.1 Number of Trips Made

Region Trips per Weekday (‘000)
(Trip Origin) NMT Other Modes Total
CMC 275 1,566 1,840
CMA 1,263 5,679 6,942
Western Province 2,160 7,885 10,045
Gampaha
District
3,306
190
433
Colombo
19 CMC 1,123 879 2,326
District
(excl. CMC)
117
174
1,421
Kalutara
District
(Unit: 1,000 Trips/day)
Figure 5.1.1 Movement of Residents in the Study Area
34
5.2 Trip Production Rate

Trip production rate is an important indicator to understand travel behaviour of the residents in the
study area and it is also used for measuring future trip production. Trip production rate, defined
as the average number of trips made per resident per weekday, is characterised by two indicators:
gross trip rate and net trip rate. Gross trip rate is calculated by dividing the total number of trips
per weekday by the number of residents aged 5 years or older whereas net trip rate is calculated by
dividing the total number of trips per weekday by the number of residents aged 5 years or older
who made a trip.
Trip rate and out-going ratio by residential location obtained from CoMTrans Home Visit Survey
2013 is presented in Table 5.2.1. It shows that the out-going ratio is relatively low in Western
Province where only 64.5% of the residents are estimated to make a trip on a given weekday.
There is only a small difference between the out-going ratio of CMA and that of the suburban
areas; however, their trip rates are notably different.
Table 5.2.1 Out-going Ratio and Trip Production Rate by Region

Out-going Gross Trip Net Trip
Region
Ratio Rate Rate
CMC 64.9% 1.81 2.79
Residential CMA 65.2% 1.92 2.95

Area Suburban 63.3% 1.77 2.80
Western Province 64.5% 1.87 2.90
CMC - 3.51 5.41
Trip Origin CMA - 2.00 3.07

Location Suburban - 1.63 2.58
Western Province - 1.87 2.90
5.3 Trip Production Rate by Socio-economic Group

5.3.1 By Gender and Age Group
Trip making behaviour of males and females in the Western Province differ significantly. On
average, the out-going ratio and trip rate per weekday of males are 77% and 2.35, while that of
females are 53% and 1.43 respectively.
The following figure reveals the decline of the out-going ratio and trip rate of females as age
increases. It is interesting to note that both males and females have equally high out-going ratios
and trip rates when the age is below 20 years, the school-attending age.
35
5.00 Male's trip rate Female's trip rate 100%

Male's outgoing ratio Female's outgoing ratio
4.00 80%
Trip Rate per Weekday
Out-going Ratio
3.00 60%
2.00 40%
1.00 20%
0.00 0%
05-09 10-14 15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 65 yrs -
yrs yrs yrs yrs yrs yrs yrs yrs yrs yrs yrs yrs
Figure 5.3.1 Out-going Ratio and Trip Rate by Age Group and Gender in Western Province
5.3.2 By Household Income
It is estimated that around 10 million trips are generated every day from 1.46 million households
in the Western Province in which 71%, 22% and 7% belong to Group C, Group B and Group A
households respectively.
Trip making behaviours, which are characterised by trip production rate and choice of transport
mode, are significantly influenced by levels of income. It is observed that trip rate and out-going
ratio increase proportionately with the household income level.
4.00 Trip rate 80%
Outgoing ratio
70%
70%
3.00 68% 60%
62%
Out-going Ratio
50%
2.00 40%
30%
2.56
1.00 2.00 20%
1.73
10%
0.00 0%
Group
Low C Group
MiddleB Group
High A
Figure 5.3.2 Out-going Ratio and Trip Rate by Income Group in Western Province
36
5.3.3 By Vehicle Ownership
Out-going ratio and trip rate by vehicle ownership is shown below in which three types of vehicles
namely motorcycles, three wheelers, and cars are taken into consideration.
The figure generally depicts that individual members of the household made more trips when the
household owned more vehicles. This trend is prevailing for members of car owning households.
It is worth noting that the decline of trip rate and out-going ratio among those whose households
own two or more three-wheelers may not be correct because the number of samples was too small
to represent this category.
100% 2% 0% 2% 4.00 Trip rate 80%

12% 14% Outgoing ratio
Share of Population 5yr & above
28%
80% 70%

3.00 68% 60%
63%
Out-going Ratio
60%
2 or More 2.00 40%
1
87% 84%
40%
70% 0 1.00 2.08 2.20 20%
1.77
20%
0.00 0%
0 1 2 or More
0%
No. of Motorcycle per Household
Motorcycle 3-Wheeler Car
(a) Population Distribution by Number of Vehicles Owned (b) Out-going Ratio and Trip Rate by Number of Motorcycles
4.00 Trip rate 80% 4.00 Trip rate 80%

Outgoing ratio Outgoing ratio
74%
69%
3.00 67% 60% 3.00 60%

64% 64%
Out-going Ratio
Out-going Ratio
60%
2.00 40% 2.00 40%

3.12
2.27 2.33
1.00 1.89 20% 1.00 20%
1.81 1.76
0.00 0% 0.00 0%
0 1 2 or More 0 1 2 or More
No. of Three Wheeler per Household No. of Car per Household
(c) Out-going Ratio and Trip Rate by Number of Three Wheelers (d) Out-going Ratio and Trip Rate by Number of Cars
Figure 5.3.3 Out-going Ratio and Trip Rate by Vehicle Ownership in Western Province
5.3.4 By Social Status
Out-going ratio and trip production rate vary depending on social status. Relatively high
outgoing ratios and trip production rates are found in students and workers. These groups are the
leading trip makers as they commute on a daily basis. On the other hand, other social status
groups have much lower out-going ratios and trip production.
37
4.00 94% 100%

87% Trip rate
3.50
Outgoing ratio
3.00 75%
Out-going Ratio
2.50
2.00 50%
1.50 29%
2.71 27% 25%
1.00
2.29 25%
17%
13%
0.50 0.90 0.88 0.75 0.54 0.39
0.00 0%
Worker Student Housewife Retired Unemployed Other Unpaid
family
worker
Figure 5.3.4 Out-going Ratio and Trip Rate by Social Status Group in Western Province
5.4 Trip Production Rate by Trip Purpose

Based on the breakdown of trip rate by purpose shown in Figure 5.4.1, non-home-based purpose
has the highest trip rate. The next one is home to other followed by other to home, home to
work, work to home, home to education and education to home.
0.45
0.40
0.40
0.35
0.30 0.27 0.26

0.25 0.25
0.25 0.22 0.21
0.20
0.15
0.10
0.05
0.00
Home to Home to Home to Work to Education to Other to Non-Home
Work Education Other Home Home Home Based
Trip Purpose
Figure 5.4.1 Trip Rate by Trip Purpose in Western Province
38
5.4.1 By Gender
Males have higher trip rates than females because they make significantly more trips for the
purpose of home to work, work to home, and non-home-based.
2.50
2.00 0.59
Non-Home Based
0.29 Other to Home

1.50
0.23 Education to Home
0.23
Work to Home
0.36 0.24
1.00
0.20 Home to Other
0.30 0.15 Home to Education
0.50 0.23 0.24
Home to Work
0.21
0.36
0.15
0.00
Male Female
Figure 5.4.2 Trip Rate by Trip Purpose by Gender in Western Province
5.4.2 By Age Group
When the age is below 20 years, the major trips are made for home to education and education to
home purposes. For older age groups, home to work, home to other, work to home, other to
home, and non-home-based purposes have significant shares in the trip rates.
39
3.00
2.50
Non-Home Based
2.00
Other to Home
Work to Home
1.00
Home to Other
0.50 Home to Education

Home to Work
0.00
Figure 5.4.3 Trip Rate by Trip Purpose by Age Group in Western Province
5.4.3 By Household Income Level
As household income increases, it is observed that trip rates for the purpose of home to work,
work to home, and non-home-based also noticeably increase.
3.00
2.50
Non-Home Based
2.00 0.98 Other to Home

1.50 0.30
0.24 0.25 Work to Home
0.27 0.19
0.21
0.22 Home to Other
1.00 0.35
0.31
0.22 Home to Education
0.25 0.26
0.50 0.28
0.22 0.19 Home to Work
0.22
0.22 0.30 0.34
0.00
Group
Low
C Group B
Middle
Group
High
A
Figure 5.4.4 Trip Rate by Trip Purpose by Income Level in Western Province
5.4.4 By Social Status
Trip production rate for each social status varies according to trip purposes. For workers, higher
trip rates are for home to work, work to home and non-home-based, while for students, higher trip
40
rates are home to education and education to home. For the remaining social status groups, trip
rates consist mainly of home to other, other to home, and a small portion of non-home-based
purposes.
3.00
2.50
Non-Home Based
2.00
Other to Home
Education to Home
1.50
Work to Home
1.00 Home to Other

Home to Education
0.50 Home to Work
0.00
Worker Student Housewife Retired Unemployed Other Unpaid
family
worker
Figure 5.4.5 Trip Rate by Trip Purpose by Social Status Group in Western Province
41
CHAPTER 6 Transport Mode based on HVS
6.1 Modal Share

6.1.1 Modal Share in Western Province
Around 38% of all trips are made by private modes including cars, motorcycles, three wheelers
and taxis while approximately 40% of trips are made by bus and railway. The remaining 22% of
trips are made by non-motorised modes of transport.
Bus plays a vital role in daily movements of Western Province’s residents as it carries almost half
of all motorised trips. In contrast, the railway has extremely low modal share given the low
coverage of the railway network comparing to the bus network.
Table 6.1.1 Modal Share in Western Province

All Modes Excluding NMT
No. Mode of Transport
Trips (‘000) Share Trips (‘000) Share
1 Car 1,100 11.0% 1,100 14.0%
2 Motorcycle 1,413 14.1% 1,413 17.9%
3 Three Wheeler 1,286 12.8% 1,286 16.3%
4 Taxi 25 0.2% 25 0.3%
5 Bus 3,792 37.7% 3,792 48.1%
6 Railway 269 2.7% 269 3.4%
7 NMT 2,160 21.5% - -
Total 10,045 100.0% 7,885 100.0%
Modal Share in Western Province Modal Share in Western Province (excluding NMT)
(N=10.0 mill. trips/day) (N=7.9 mill. trips/day)
Railway, 3.4% Car, 14.0%
Car, 11.0%
NMT, 21.5%
Motorcycle,
14.1% Motorcycle,
Railway, 2.7% 17.9%
Bus, 48.1%
Three Wheeler,
12.8%
Taxi, 0.2% Three Wheeler,

Bus, 37.7% 16.3%
Taxi, 0.3%
Figure 6.1.1 Modal Share in Western Province
42
6.1.2 Mode Transfer for Public Transport Users
In general, requiring transfers reduces ridership of public transport. While 74% of bus trips do
not require any transfer between transport modes, only 26% of railway trips have this pattern.
On average, bus users make 0.31 transfers per trip whereas railway users make 1.06 transfers per
trip, more than three fold higher. Furthermore, bus service is highly accessible on foot as
walking accounts for more than 90% of the access mode and egress mode of bus trips.
Accessibility of the railway, however, relies on not only walking but also on other modes,
particularly bus.
This analysis gives an implication that buses not only cover the study area widely, but also operate
as trunk lines. Moreover, as long as the connection between bus and railway is not well
organised, the issue of transferring remains a strong impedance for traveling by train.
Transfer Patterns of Bus User Transfer Patterns of Railway User

(Avg. transfers/trip = 0.31) (Avg. transfers/trip = 1.06)
Origin
Walk Bus Walk / 3W

Dest.
Origin
Walk / 3W Railway Walk
Dest.
75% (74%)
(1%) 27% (26%)
(1%)
Origin
Walk Multiple Buses Walk

Dest.
17% 2 buses = 15%

Origin
Walk Bus
Dest.
Railway Walk
3 buses = 2%
... 18%
Note:
Origin
Walk
Dest.
Railway Bus Walk
- The figures are for Western Province and 17%
all trip purposes;
- Remaining 8% and 18% of the bus trips
and railway trips constitute other minor
Origin
Walk Bus
Dest.
Railway Bus Walk
patterns. 13%
Origin
Dest.
MCY / BCY Railway Walk
5% (4%)
(1%)
Origin
MCY
Dest.
Railway Bus Walk

2%
Figure 6.1.2 Major Patterns of Mode Transfer for Bus Users and Railway Users
6.1.3 Access and Egress Mode of Railway
Walking and bus constitutes 49% and 38% of the access mode and 51% and 40% of the egress
mode respectively. Apart from these two major modes, motorcycle, three wheeler, bicycle, car
and taxi form the remaining share of access and egress mode for the railway.
43
Share of Railway Access Mode Share of Railway Egress Mode

Three Wheeler, Bicycle, 2% Car, 1% Taxi, 0% Three Wheeler, Bicycle, 2% Car, 0% Taxi, 0%
3% 3%
Motorcycle, 7% Motorcycle, 4%
Walk, 49%
Walk, 51%
Bus, 40%
Bus, 38%
Figure 6.1.3 Access and Egress Modal Share for Railway
6.2 Modal Share by Socio-economic Group

6.2.1 By Gender
The modal share differs according to gender. Males largely depend on private transport modes
such as cars and motorcycles, especially dependency on motorcycles is substantially stronger than
for females. Meanwhile, females rely more on bus and non-motorised transport modes such as
walking and bicycles.
Car Motorcycle Three Wheeler Taxi Bus Railway NMT
Female 8% 5% 11% 48% 2% 25%
Male 13% 20% 14% 31% 3% 19%
0% 20% 40% 60% 80% 100%

Share
Figure 6.2.1 Modal Share by Gender in Western Province
6.2.2 By Age Group
Bus is dominant in all age groups. Modal shares of car and motorcycle gradually increase when
44
the age is between 25 to 45 years old. Car share become stagnant after 45 years old, but
motorcycle share reduces.
65 yrs -
60-64 yrs
55-59 yrs
50-54 yrs
45-49 yrs
40-44 yrs
35-39 yrs
30-34 yrs
25-29 yrs
20-24 yrs
15-19 yrs
10-14 yrs
05-09 yrs
0% 20% 40% 60% 80% 100%

Share
Figure 6.2.2 Modal Share by Age Group in Western Province
6.2.3 By Social Group
Again bus is the dominant mode for all social groups, and students have the highest rate of
dependency on bus. Those who use private vehicles the most are workers, followed by retired
and other groups. Meanwhile, housewives have the highest share of the non-motorised transport,
the second mode after bus.
Unpaid family worker 4% 9% 15% 39% 31%
Other 17% 12% 22% 29% 17%
Unemployed 8% 12% 14% 40% 24%
Retired 17% 13% 17% 30% 22%
Housewife 6% 6% 14% 39% 33%
Student 5% 5% 11% 51% 26%
Worker 15% 21% 13% 31% 16%
0% 20% 40% 60% 80% 100%

Share
Figure 6.2.3 Modal Share by Social Group in Western Province
45
6.2.4 By Income
Modal share is significantly influenced by household income. Residents of Group A are more
car dependent as almost half of their trips are made by car. Only a few of them use a
non-motorised mode of transport (6%) compared to the Group C (28%). On the other hand,
modal shares of bus transport are considerably high in all income groups.
Group
HighA 49% 7% 8% 27% 6%
Group
MiddleB 13% 17% 12% 39% 3% 14%
LowC
Group 14% 14% 39% 2% 28%
0% 20% 40% 60% 80% 100%

Share
Figure 6.2.4 Modal Share by Income Level in Western Province
6.3 Modal Share by Trip Purpose

6.3.1 All Purposes
Modal share varies according to trip purpose. For almost every trip purpose, bus is always the
dominant mode. More than half of the home-based education trips and almost half of the
home-based work trips are made by bus. Modal share of three wheeler and motorcycle is about
the same for home-based other trips. For non-home based trips, private modes, including car and
motorcycle, are the leading ones.
46
Car Motorcycle Three wheeler Taxi Bus Railway NMT
Non-Home-Based 26% 22% 19% 18% 14%
Home-based Other 9% 15% 15% 32% 26%
Home-based Education 11% 55% 26%
Home-based Work 8% 16% 7% 45% 6% 18%
0% 20% 40% 60% 80% 100%
Figure 6.3.1 Modal Share by Trip Purpose in Western Province
6.3.2 Commuting to Workplace
While bus is the dominant mode for commuting to the workplace, car, motorcycle and
non-motorised mode of transport are the second main modes for Group A, Group B, and Group C
workers respectively. The difference in the share of motorcycle is rather small across the income
groups, but that of car is significant.
HighA
Group 35% 9% 4% 39% 6% 6%
MiddleB
Group 9% 17% 5% 47% 8% 13%
Group
LowC 16% 8% 45% 6% 24%
0% 20% 40% 60% 80% 100%
Note: Group C: monthly income less than Rs. 40,000 / Group B: Rs.40,000 – 79,999 / Group A: Rs. 80,000 and more
Figure 6.3.2 Modal Share by Income Group for Commuting to Workplace
47
6.3.3 Commuting to Educational Institution
For students at the grade of G.C.E A-Level and below, the use of school bus/van and private car
increase proportionately with household income. Students who attend tertiary education are
highly dependent on bus regardless of their household income. Growing use of cars is observed
among these groups as income increases.
900
Low Income
800
All Categories
700
Other Students Other Students
No. of Trips ('000)
600 Student (Graduate & above) Student (Graduate & above)

500 Student (O/L-A/L) Student (O/L-A/L)
400 Student (grade 9-10) Student (grade 9-10)

Student (grade 6-8) Student (grade 6-8)
300
200 Kindergarten Kindergarten
100 0% 20% 40% 60% 80% 100%
0 Railway Bus School Bus/Van

Taxi 3-Wheeler (Hired) Car
Group
Low C Group
MiddleB Group
High A 3-Wheeler (Private) Motorcycle NMT
a) No. of Home to Education Trips by Income Level by Grade b) Modal Share by Grade – Group C
Middle Income High Income
All Categories All Categories
Other Students Other Students

Student (Graduate & above) Student (Graduate & above)
Student (O/L-A/L) Student (O/L-A/L)
Kindergarten
Kindergarten
0% 20% 40% 60% 80% 100%
0% 20% 40% 60% 80% 100%
Railway Bus School Bus/Van Railway Bus School Bus/Van
Taxi 3-Wheeler (Hired) Car Taxi 3-Wheeler (Hired) Car
3-Wheeler (Private) Motorcycle NMT 3-Wheeler (Private) Motorcycle NMT
c) Modal Share by Grade – Group B d) Modal Share by Grade – Group A
Note: Group C: monthly income less than Rs. 40,000 / Group B: Rs.40,000 – 79,999 / Group A: Rs. 80,000 and more
Figure 6.3.3 Modal Share of Home to Education Trips by Grade for Group C, B, and A
6.4 Modal Share by Region

Bus remains the dominant mode regardless of the region as it shares over 30% of the trips
produced. The highest share of car is observed for trips produced in CMC whereas the highest
share of motorcycle and NMT are in the suburban areas.
48
Suburban Area 4% 18% 10% 37% 2% 29%
CMA 14% 12% 14% 38% 3% 18%
CMC 23% 8% 15% 34% 5% 15%
0% 20% 40% 60% 80% 100%

Share
Figure 6.4.1 Modal Share by Region
49

Urban Transport System Development Project FOR Colombo Metropolitan Region and Suburbs

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DEMOCRATIC SOCIALIST REPUBLIC OF SRI LANKA

URBAN TRANSPORT SYSTEM

Technical Report No. 2

Present Road Network and Traffic Condition

JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

ORIENTAL CONSULTANTS CO., LTD.

Technical Report No. 2

CHAPTER 1 Road Network ................................................................................................................... 1

Figure 1.2.1 Existing Road Network of CMA ........................................................................................... 5

Table 1.1.1 Classification of Roads in Sri Lanka ....................................................................................... 1

CHAPTER 1 Road Network

1.1 Road Classification

The developed road length of each class is shown in Table 1.1.2.

Table 1.1.1 Classification of Roads in Sri Lanka

Table 1.1.2 Road Length by Road Class in the Western Province

1.2 Road Network

Table 1.2.1 Planned and Existing Expressways in Western Province

(2) Outer Circular a) Developed section Opening schedule

(2) Major arterial roads

Table 1.2.2 Existing National Road Network

Source: CoMTrans Study Team

Figure 1.2.1 Existing Road Network of CMA

1.3 Vehicular Traffic Demand on the Current Road Network

(1) Traffic Volume on 3 Sections

Selected Locations from SLS for the selected Corridors

Figure 1.3.1 Selected Locations for SLS

Traffic Volume (24 hours)

Peak Hour Traffic Volume (from 6 a.m. to 9 a.m.)

95,200 (Bus 6,300)

70,700 (Bus 2,400)

121,400 (Bus 4,800)

6,500 (Bus 200)

128,700 (Bus 5,900) 8,800 (Bus 300)

1.3.2 Existing Average Travel Speeds

(1) Travel Speed of Morning Peak Hour (Inflow to City Centre)

The travel speed is 20km/h or lower overall,

Figure 1.3.4 Travel Speed in CMC in Morning Peak Hour

Figure 1.3.5 Travel Speed in CMA in Morning Peak Hour

Figure 1.3.6 Travel Speed in CMC in Afternoon Peak Hour

Figure 1.3.7 Travel Speed in CMA in Afternoon Peak Hour

1.3.3 Existing Congestion points

The Legend for each point is as follows.

c) Traffic congestion occurs more in the evening than in the morning.

Railway Line Werahera

Peak Congestion Levels in Surrounding CMC Area - 2014

Figure 1.3.8 Congestion points in CMC

Congestion during morning peak

Peak Congestion Levels in Colombo Metropolitan Area - 2014

Figure 1.3.9 Congestion points in CMA

1.4 Geometric Conditions of Roads

Figure 1.4.1 Standard Cross Sections

(2) Road traffic capacity (road width) of the selected corridors

Note: NRMP Investment

Figure 1.4.2 Cross Section Composition and Road Width (1)

Figure 1.4.3 Cross Section Composition and Road Width (2)

(4) Kandy Road (A1)

Basic type of four lanes

Basic type of four lanes with shoulder